Wow… quoting the entire 87-line, 3-pic post so as to post a 1-line 10-word answer.

Typical eastern viewpoint… individual lives are meaningless, only the state is important.

And somehow, the thousands of victims of terrorist activity throughout the world every year might think your assessment of terrorist action as “the most remote dangers” rather laughable… except they are no longer capable of laughing.

The B-57B did indeed have J65 engines (License-built Sapphire 100s)… mostly from Wright, who owned the license, but a number were built by Buick, as Wright was having trouble meeting the demand for engines for the B-57, F4J3/4 Fury, and F-84F Thunderstreak.

The Buick engines were especially troublesome (being the main smoke culprits), but both production lines produced engines with excessive oil consumption (especially in the Fury installation).

After the mid-1950s, Buick no longer made any jet engines, in part due to their quality problems.

In the late 1950s, the J65 was also installed in the A-4A/B/C Skyhawk and F11F Tiger. It did well in both these aircraft, but was replaced in 1956 in the proposed F11F-1F Super Tiger by the J79, and in 1962 in the A-4E by the J52.

Here is a good site for info on the B-57:

http://home.att.net/~jbaugher2/b57.html

This is a comprehensive overview of the Canberra, including the B-57:

http://www.vectorsite.net/avcanbra.html

45m = 147.6′
120m = 393.7′

Willys, not Willis… and it was actually a combination of the designs from the American Bantam Car Company, Willys, and Ford that Willys used won the competition.

http://ourworld.compuserve.com/homepages/jeep_man/bantam.htm

As early as 1938 Bantam had spotted the potential of a light reconnaissance vehicle for military use and lent the National Guard three of its Austin based Roadsters to evaluate. The company continued to press the case for such a vehicle until a meeting with the Military was finally arranged at the Bantam factory on June 19th 1940. Worried by the mobility and ease with which the German Army had taken France and intelligence reports that the Germans were about to convert the Volkswagen for military use, they at last showed a real interest in Bantam’s proposal.

A series of meetings developed Bantam’s original car based proposal into a military specification for a 4 x 4 hybrid car / truck type vehicle weighing not more than 590kg. Aware of Bantam’s limited design and production facilities and the fact that the company was not financially sound it was decided to offer other manufacturers the opportunity to tender as well. The overall task was to design and submit 70 finished vehicles for evaluation (including 8 with 4 x 4 ). A prototype had to be delivered within 49 days, the rest within 75 days. The rather unrealistic weight limit resulted in no interest being shown by traditional truck manufacturers like Dodge or GMC and initially only Bantam and Willys responded to be joined later by Ford in submitting designs and prototype vehicles for evaluation.

Bantam persuaded Karl Probst, a freelance engineer, to head their project and when the drawings for the tenders were examined by the Military on July 22, Probst’s vehicle came closest to matching the specification though Bantam did conceal the fact that their vehicle was likely to be a little over the weight limit. An order was placed and by the end of September Probst had completed the drawings, sourced the parts and the Bantam prototype was delivered. Having tested it to destruction and being satisfied with its performance, the army commissioned 70 more to be built. Despite Willys failing to submit a prototype by the deadline and Ford showing little interest in the project at all at this time, both manufacturers were allowed access to the trials of the Bantam prototype and subsequently to Probst’s drawings. Willys and Ford prototype models, the Quad and the Pygmy, were to follow in that order but clearly outside both the time and weight limits.

Trials continued into the Winter of 1940 and should have resulted in an outright winner. The Bantam GPV (General Purpose Vehicle) had been delivered on time and met the specification in most respects. It performed well bearing in mind the nature of prototypes and minor defects were soon corrected. It also had many recognisable features of the later standardised jeep. However, the Military identified strengths and weaknesses in each vehicle. The Bantam was considered too high off the ground and under powered. The Willys Quad had a more powerful engine but was far too heavy. The Ford Pygmy had the best steering (though linkages were easily damaged) but its tractor engine had insufficient power.

There was also concern about Bantam’s limited production capability and that even Willys Overland might not cope given the imminent need for a very large number of these vehicles. All of this resulted in a political decision in March 1941 that all three companies would receive an initial order for 1500 vehicles each, provided that they met the original specification though the permitted weight had now been increased.

Vehicles that looked remarkably similar during the trials became even more alike as each company adapted their design and copied the better ideas from each other or from Probst’s plans ready for the first production runs. However, in July 1941 the military decided that standardisation was needed, it being impractical to operate and maintain three different designs. All three vehicles now performed well but it was decided that the Willys design represented the best overall value for money at $739 (compared with $1166 for a Bantam) and it was adopted as the standard army vehicle.Willys secured the contract to provide the next 16,000 vehicles.

In awarding Willys the contract, the army produced a list of improvements and alterations that were required. Apart from general improvements to the battery, generator, air filter and fuel tank, the standard jeep was now to have blackout lights, sealed beam headlights, pioneer tools (axe and shovel), double bow canvas tilt, trailer socket, centre dash handbrake control and radio suppression. The classic standard jeep design was about to emerge.

By the end of October 1941 the army were keen to find a second source of supply for two reasons;Willys could no longer keep up with the growing demand for jeeps and there was the need to safeguard the supply of jeeps against the Willys plant being bombed or sabotaged.

In early November Ford were awarded their first contract to build 15,000 jeeps to the Willys design specification from Willys drawings. The Willys MB and Ford GPW varied in minor detail only as the Military insisted that the parts be interchangeable. With the increased supply it was now possible to supply the standard MB/GPW vehicles under Lend-Lease arrangements and production of the Bantam 40 BRC was phased out. Interestingly, it was Ford who designed the pressed radiator grille to replace the heavier and more costly slat grille of the early Willys MA design. Willys then incorporated this into their definitive MB model.

So let’s say the legislators program additional money for X number of Raptors in excess of the 187, is the Executive Branch obligated to actually purchase the aircraft or could they just find some excuse not to do so? Sorry, this is probably a 5th grade level question.

If Congress places a requirement for more to be built,and also appropriates the money to do so, the presidesn then has 3 choices:
1) veto the entire bill the F-22 clauses are in
2) sign the bill into law
3) let it sit on his desk. Depending on whether Congress is in session or not, it either becomes law without his signature or lapses and becomes void*.

If Congress passes the provisions with at least 2/3 of both houses voting for it, it becomes law with or without a signature, and veto is not possible.

In any case, once it is law, there is nothing the president can do… he is required to fulfill the provisions of the law.

*the U.S. Constitution Article 1, Section 7 states:

“… If any Bill shall not be returned by the President within ten Days (Sundays excepted) after it shall have been presented to him, the Same shall be a Law, in like Manner as if he had signed it, unless the Congress by their Adjournment prevent its Return, in which Case it shall not be a Law. “

If the President does not sign the bill within the required time period, the bill becomes law by default. However, the exception to this rule is if Congress adjourns before the ten days have passed and the President has not yet signed the bill. In such a case, the bill does not become law; it is effectively, if not actually, vetoed. If the President does sign the bill, it becomes law. Ignoring legislation, or “putting a bill in one’s pocket” until Congress adjourns is thus called a pocket veto. Since Congress cannot vote while in adjournment, a pocket veto cannot be overridden.

The TF30 had severe compression stall problems in early F-111s. Changes in the intakes reduced this to moderate/tolerable in the F-111D/Es (and F-14s throughout), and only really got into the acceptable range in the F-111Fs.

F-111D: TF30-P-9 – 12,000 lb.s.t. dry (19,600 lb.s.t. reheat); Weights: 46,172 pounds empty, 63,051 pounds combat, 82,819 pounds gross, 98,850 pounds maximum takeoff.
F-111F: TF30-P-100 – 15,000 lb.s.t. dry (25,100 lb.s.t. reheat);

F-14A: TF30-P-412/414 – 12,350 lb.s.t. dry (20,900 lb.s.t. reheat)

TSR.2: Olympus BOl.22R (Mk320) 19,610 lb.s.t. dry (30.610 lb.s.t. reheat); Weights: 54,750 pounds empty, 79,573 pounds combat, 102,200 pounds maximum takeoff.