FORUMLEDEN met NOSTALGIE......"vreemde" kisten

[frodo]

The XP-67 was McDonnell's only propeller-powered fighter. It first flew in 1944.

Laatst toevallig wat over dit toestel gelezen, afgezien daarvan had ik 'm ook kunnen vinden door de link naar de foto te volgen.

Dus tip van de week: Geef de foto een andere naam en zet 'm op ImageShack/foto-modelbouwforum.

Oke, niet echt moeilijk, maar zo'n geweldig mooi toestel dat ik het niet kan laten om deze foto te plaatsen..



Weet je wat, ik doe er twee !!!

[Pieter Jan van Woerkom]

Speciaal voor korte landingsbanen

[frodo]

Pieter Jan, het is de bedoeling dat je eerst de naam en eventueel wat extra informatie geeft van het toestel op laatste foto in dit draadje, als je dat goed doet mag je zelf een foto posten.... (b.v. van een Goblin... )

[prop-er]

The Boulton Paul P.111 was a British experimental aircraft of the 1950s.

In the late 1940’s and early 1950’s the British aircraft industry was engaged in many projects to confirm and develop the design ideas captured from the Germans at the end of the second world war. As part of this activity the P111 was built for the Air Ministry to specification E.27/46 by Boulton Paul Aircraft Ltd to investigate the possibilities of the delta planform wing.

The P111 was designed to be the smallest airframe which could couple an engine, a Rolls-Royce Nene, an ejector seat (Martin Baker), and a delta wing. The latter could be fitted with a variety of extensions to investigate different tip profiles. The construction was all metal with the exception of the wing extensions which were of glass-fibre.

The P.111 made its first flight on the 10 October 1950, at Boscombe Down with Squadron Leader Bob Smyth at the controls. Later test flying was carried out by the legendary test pilot, Alexander "Ben" Gunn, who described the aeroplane as "touchy" and "like flying a razors edge"; because of this, and its bright colour scheme, the P.111 became known as the "Yellow Peril" - a pun on the nickname used for the Japanese threat during the war.

After a wheels-up landing the P.111 was modified to improve the flight characteristics, and re-appeared in its new guise as the P111a. After a last flight in 1958 it went to Cranfield. From there it was transferred to the Midlands Aircraft Preservation Society at Baginton, Coventry, where the P111a is currently exhibited. The P.111 was followed by the P.120 another delta-winged experimental craft

[prop-er]

[sanka]

Kijk, dat is nog eens een goeie, ik krijg hem zo niet gevonden.
Ik zou er eigenlijk mijn boeken op na moeten gaan slaan.
Volgens mij is het een franse kist.

[prop-er]

Nee, het is een Rus!


Zal ik jullie nog iets verder op weg helpen? Het is een Sukhoi uit 1956...

[sanka]

Gevonden. Ik meende dat ik de Russen wel allemaal had gehad....

The T-3 had a circular fixed supersonic nose intake with a pointed radome above it for the search radar, and a second spherical radome for the tracking radar in the inlet ('Almaz' system). Swept tailplane was installed on fuselage empennage in the mid position.

Nou hier weer een nieuwe dan.

Lippisch Delta IV


DFS 39

Description :

Role Experimental
Crew one, pilot


Dimensions :

Length 5.06 m 16 ft 7 in
Wingspan 10.21 m 33 ft 6 in
Height 2.00 m 6 ft 7 in
Wing area

Powerplant :

Engine 1x Pobjoy R radial engine
Power 56kW 75 hp



Alexander Lippisch's Delta IV was a continuation of his work on delta wing designs pioneered in his Delta I, Delta II and Delta III aircraft. The project began with an order from Gerhard Fieseler for a design that his company could build for him to fly in the 1932 Europarundflug air rally. The result was a highly unorthodox design, sporting large delta wings, canards, and an engine and propeller mounted in both the nose and tail of the plane. Fieseler built this design as the F-3 Wespe ("Wasp"), but it proved highly unstable, causing Fieseler to crash it on his first flight. Further refinements were unable to correct these deficiencies, and after one final crash, Fieseler abandoned the aircraft.

Lippisch continued to believe that the problems were surmountable, and found an ally in Professor Walter Georgii of the DFS (Deutsche Forschungsanstalt für Segelflug - German Research Institute for Sailplane Flight). Georgii secured funding from the RLM (Reichsluftfahrtministerium - Reich Air Ministry) to purchase the aircraft from Fieseler and work on perfecting it. At the DFS, Lippisch rebuilt the aircraft, removing the canards and the rear engine and renaming it the Delta IVa. Although this flew much better than its predecessor, it was still involved in a very serious crash which led to an investigation of Lippisch's endeavours. The RLM and the DVL (Deutschen Versuchsanstalt für Luftfahrt â€" German Aviation Research Institute) eventually concluded that the Delta series was not only dangerous, but an aeronautical dead end. Only Georgii's continued support prevented them from ordering the discontinuation of the research.

The aircraft was rebuilt again, this time incorporating new aerodynamic refinements based on Lippisch's experiences with his recent Storch X glider. The new incarnation, dubbed Delta IVb proved to be a step in the right direction.

Success finally came with a last round of changes. The aircraft was rebuilt yet again, making the sweep of its wings less severe, and adding small, downturned fins at their tips. And the fuselage was lengthened somewhat, and a small rudder was added to it. Now called the Delta IVc, the result was finally what Lippisch had been looking for. In 1936, the aircraft was taken to the Luftwaffe flight-testing centre at Rechlin where test pilot Heini Dittmar put it through its paces, gaining an airworthiness certificate for the type and an official RLM designation - DFS 39.

It proved to be an extremely stable and well-behaved design, and now attracted the interest of the RLM as a starting point for "Project X" - the programme to develop a rocket-powered fighter aircraft. This would eventually lead to the development of the Messerschmitt Me 163...


de volgende :

[sanka]

Specifications of Lockheed XFV-1:

Engines: One Allison XT40-A-6 turboprop, rated at 5500 shp. Projected performance with 6955 ehp YT40-A-14: Maximum speed: 580 mph at 15,000 feet, cruising speed 410 mph.. Initial climb rate 10,800 feet/minute. Service ceiling 43,300 feet. Endurance was one hour, 10 minutes. at 35,000 feet. Weights: 11,600 pounds empty, 16,200 pounds loaded. Dimensions: wingspan 30 feet 10 7/64 inches (with tip tanks fitted), length 36 feet 10 1/2 inches, wing area 246 square feet. Armament was to have consisted of four 20-mm cannon or 48 2 3/4 FFARs in the wingtip pods. z


Even een nieuwe zoeken...

[sanka]

Hierbij de nieuwe.

[prop-er]

Among the designers influenced by the creations of Charles Fauvel, the American Jim Marske is undoubtedly the most inventive and prolific.

The Pioneer II-A was developed, with a glass-fiber fuselage and ailerons for roll control. It made its first flight in 1972. The following model, Pioneer II-B, had a longer canopy and a section based on the NACA 33012/33010 allowing an improvement in low speed performance. The Pioneer II-C included a few simplifications and lightening of the fuselage structure. Model Pioneer II-D, currently in production, is distiguished primarily by its swept fin. Its maximum glide ratio is 35, despite a low aspect ratio (less than 13). Stall speed is below 60 km/h, and the glider is stall resistant and completely spinproof. It is sold as a kit to amateur builders, assembly requiring approximately 600 hours.

[prop-er]

[Gert Jan Bastiaans]

De Quickie Q-200. Hij is ontworpen in 1984.



En dan die van mij



En hier het filmpje De moter is veelste zwaar. er zat een 15 cc 4-takt op en er moet een 10 op(doe ik nog moet kopen)

http://www.gjbastiaans.nl/images/vli...lm/canard3.wmv

[frodo]

@ Gert Jan Bastiaans:

Lees dit draadje even door, dan weet je wat de bedoeling ervan is....
(en dat is dus niet alleen maar het plaatsen van foto's van je favoriete toestel)