The prototype XB-35 immediately after roll-out. Note temporary six blade installation on engine farthest from the camera.

The Northrop XB-35 Flying-Wing Bomber (four Pratt & Whitney R-4360 Wasp-Major engines).

Northrop XB-35 flying wing

Engineers work on the XB-35 at the Northrop factory at Hawthorne, California. With the cancellation of its own proposed super-bomber, the XB-33, in 1942, Martin sent part of its workforce to work on Northrop’s ambitious behemoth.

Первый экземпляр XB-35 на разбеге
The XB-35 at Hawthorne, still in its original contra-prop configuration. The subsequent jet-powered YB-49 suffered from control problems, and although Jack Northrop’s flying wing concept failed to gain traction with the military brass of the time, the idea would resurface some 30 years later.

Northrop XB-35.

XB-35 уходит в первый полет. 25 июня 1946г.

The XB-35 made its first flight on 25th June 1946, powered by four Pratt & Whitney R-4360 Twin Wasp Majors of 3,000 h.p. each, driving contra-rotating propellers. At one stage the aircraft was flown with temporary three-bladed co-axial propellers on the port outer engine.

The Northrop XB-35 during its maiden flight on June 25, 1948. This superb machine was the competitor of the Consolidated (later Convair) B-36. Unfortunately, the aircraft suffered from the malfunctioning of its contra-rotating propellers and gearboxes. Besides, it was unable to accommodate the 10,000lb Mk III atomic bomb in its bomb-bay.

YB-35, 213603. A contract for 200 B-35s placed with Martin was later cancelled.

The first of two Northrop XB-35s, 42-13603, climbed aloft on its maiden flight on 25 June 1946, with a crew of three headed by Max Stanley. Powered by four 3.000hp Pratt & Whitney R-4360 Wasp Majors driving contra-rotating propellers, the XB-35 had a top level speed of 391mph at 35,000 feet. Its range with a 16,000lb bombload and a 183mph cruising speed was estimated to be 8,150 miles, a figure never likely to have been verified because of the constant combining gearbox and propeller problems encountered. The P61, incidentally, served not only as a chase plane, but also as a receiver of real time flight test data transmitted from the bomber using a US Navy supplied television link. This must have been one of the earliest examples of securing vital test results that would previously have been lost had the test aircraft crashed.

Первый экземпляр XB-35 во время испытательных полетов. Несмотря на поршневые двигатели, инженеры "Northrop" обеспечили максимально эффективное с точки зрения аэродинамики расположение силовой установки XB-35. Этот 42-13603 был разобран в 1950 году.
The Northrop XB-35 Flying-Wing Bomber (four Pratt & Whitney R-4360 engines) on its maiden flight. Eight-bladed props show up well, as do the naim scanner blister atop the central portion of the wing and smaller port gun blister outboard of the engines.

Rear view of XB-35 revealing just how clean and drag free the design was. Housing over the propeller shafts offered enough area to counteract any yawing tendency.

A YB-35 overtakes a B-17 Fortress, giving a good size comparison.

The first YB-35, 42-102366, fitted with single-rotation four-bladed propellers, over the distinctive backdrop of Muroc, where most of the Flying Wing test programme was undertaken. Note the main radar scanner blister atop the centre section and the gun blisters fitted to the outer wings.

25 июня 1946г. совершил первый полет бомбардировщик Northrop XB-35, построенный по схеме "летающее крыло" (пилот Макс Стэнли, второй пилот Фред Бретчер, бортинженер Орва Дуглас). Самолет выполнил перелет с аэродрома "Northrop" на авиабазу Мурок. Прототипы были заказаны "Northrop" еще в ноябре 1941 года. Серийный B-35A должен был нести семь стрелковых турелей (башен) и доставлять 4536 кг бомб на дальность не менее 8047 км. Самолет не был принят на вооружение.
The third flying-wing, later known as the YB-35, for pre-production testing, eventually became the YB-35A. It is shown here fitted with single rotation propellers.

Although impressive, the XB-35 was a small aircraft in regard to its competitor, the B-36. The XB-35 could accommodate the hangars built for the Boeing B-29 Superfortresses.

With eight contra-rotating propellers straining at the leash, powered by four 3,000 h.p. Pratt & Whitney R-4360 Wasp Major engines, the XB-35 undergoes a test flight in 1946. Note the prominent black exhaust stains on the underside of the wing.

Underside if the YB-35A.

Экипаж XB-35 после первой посадки. Слева направо: Макс Стэнли, Чарльз Батчер, командир авиабазы Мюрок п-к Джилкей и Орвил Дуглас. Мюрок, 25 июня 1946г.

Test-pilot, Max Stanley, at left, with the crew of the XB-35, which made the first test flight of both the piston- and jet-powered flying wings.

Knowing when to walk away? - the crew of the Northrop XB-35 on its maiden flight. From left to right: Orva Douglas, flight engineer; Fred Bretcher, copilot; Max Stanley, pilot.

John ‘Jack’ Knudsen Northrop was one of the world’s most brilliant aircraft designers. He was always more interested in probing new ideas than solving production problems.

Передняя опора шасси

Остекление кабины экипажа
The XB-35 pilot's bubble canopy on the right, with Northrop's structural chief, A. M. Schwartz, standing inside. The greenhouse structure marks the co-pilot and bombardier's positions. The crew nacelle, behind, was large enough to permit a tall man to walk without stooping and extended aft to the conical tail.

Второй экземпляр XB-35 во время показа авиатехники на заводе в Хоутхорне. На первом двигателе установлены опытныйе трехлопастные соосные винты

A trio of flying wings at Muroc. The No.1 XB-35 in the foreground has had its counter-rotating propellers changed to single four-bladed types. Two jet YB-49s are in the background.

Examples of all three of Northrop’s Flying Wings at Muroc (now Edwards AFB) in the California desert. Parked in the shade of the XB-35 is the flying wing proof-of-concept N-9M, with the jet-powered YB-49 making a pass overhead.

The prototype XB-35 modified with four bladed propellers replacing the earlier contra-rotating ones.

Планер XB-35 на заводе Нортропа в Хоутхорне

At the time of the cancellation of the programme some 15 XB-35s, YB-35s and YB-35As were either completed or under construction.
With the dawning of the jet age, the USAF decided to convert ten of the YB- and B-35s, to an all-jet configuration, when this photograph was taken in late 1948.
Eleven YB-35s at Northrop’s Hawthorn plant in the late 1940s. Ten were RB-49s, but only one ever flew, 42-102376.

Nine YB-35s awaiting conversion to jet configuration at the Northrop plant. Only one conversion had been completed when the programme was cancelled in November 1949. This photograph demonstrates the economic use of space when parked.

Construction in progress showing the interior rib stringer layout and the all-metal stressed skin, pioneered by Jack Northrop.

Постройка больших "летающих крыльев"

A test rig bearing one of the B-35’s R-4360 engines with extension driveshaft connected to a pair of three-bladed contra-rotating propellers. As with Convair’s B-36, the B-35’s pusher-configuration engines had to be buried in the wing, this type of installation demanding a forced airflow over the engine to augment cooling, particularly on the ground.

The Pratt & Whitney R-4360-11 four-row 28-cylinder piston engine was used on the XB-35 as the inboard-mounted powerplant, and was fitted with a driveshaft some 21ft long with the propeller reduction gearing mounted at its far end.

Рабочие места летчиков

Лежачее рабочее место бомбардира (слева - штурвальная колонка второго пилота)

Рабочие места штурмана и бортинженера (кресла сняты)

Интерьер среднего отсека кабины экипажа, показанный на натурном макете XB-35

Модель XB-35 в штопорной аэродинамической трубе NACA.

Cutaway of the original XB-35.

The challenge of powering the B-35. The need to bury the B-35’s large piston engines deep within the wing near the aircraft’s centre of gravity resulted in a system that was inevitably heavy, complex and difficult to access and maintain

A diagram showing the installation of the B-35’s CH-1 turbosuperchargers, which would have been a tricky and time-consuming task. The numbered items are: 1) turbo hoist; 2) Mechanics’ stand; 3) CH-1 turbosupercharger; 4) special hoist plate; 5) side hanger; 6) front hanger

The Dixie cup solution - this diagram shows the shaft bearings for the B-35’s R-4360 and the position of the cup in each. At top is the bearing at the engine end, the middle diagram shows the bearing midway along the shaft and the lower diagram the bearing at the prop end.

XB-35, 1946г.

XB-35