FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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Henri Kaper
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Zal ik dan maar?
's Werelds eerste gestroomlijnde vliegtuig:
's Werelds eerste gestroomlijnde vliegtuig:
Henri Kaper
verslagschrijvers
Nu ligt dit draadje weer stil, zeker?
Henri Kaper
verslagschrijvers
Tip ... een ander type van de fabrikant faalde waar een Bleriot slaagde.
Henri Kaper
verslagschrijvers
En jij weet vast welk schaalmodel ... 
prop-er
Forum veteraan
Antoinette 'Monobloc' 1911
Société des avions et moteurs Antoinette was een Franse vliegtuigfabrikant en vliegtuigmotor fabrikant in de beginjaren van de luchtvaart. Het werd opgericht in 1904 door Léon Levavasseur en Jules Gastambide, De naam verwees naar de eerste dochter van Jules Gastambide. Het bedrijf was gevestigd in Puteaux.
In eerste instantie was men vooral geïnteresseerd in de bouw van auto's wat in 1903 resulteerde in de presentatie van een model met een V8 motor, die pas in 1909 gebouwd werd. In 1906 werd kapitein Ferdinand Ferber, die al een lange reputatie genood als luchtvaartenthousiasteling, bij het bedrijf betrokken en deze zette zijn ideeën omtrent de luchtvaart uiteen.
In 1907 begint men met de bouw van vliegtuigen. De Gastambide-Mangin, de voorloper van de beroemde Antoinette II, maakte zijn eerste vlucht in februari 1908, met Eugene Welferinger als piloot. Op 31 augustus 1908 maakte de Antoinette II als eerste eendekker een vlucht met een passagier. Een Antoinette motor dreef de helikopter van Paul Cornu aan, de eerste helikopter ter wereld.
Hubert Latham werd de testpiloot voor Antoinette en behaalde vele records, waaronder het hoogterecord tijdens de vliegweek van Rheims in augustus 1909 waar hij tot een hoogte van 155 meter komt.
Antoinette behaald enige successen met de verkoop van hun Antoinette's en de bijbehorende vliegschool weet enkele tientallen piloten op te leiden, waaronder Marie Marvingt.
In 1910, op initiatief van commandanten Georges Clolus, Paul-Alexandre Laffont en luitenant Pierre Clavenad ontwikkelde men de "tonneau Antoinette", wat beschouwd kan worden als de eerste vluchtsimulator.
In september 1911 presenteerde men de Monobloc Antoinette, een revolutionair ontwerp. Het ontwerp blijkt echter te zwaar, was uitgerust met een té lichte motor en weigert te vliegen. Dit en andere tegenslagen zorgen ervoor dat het bedrijf in 1911 de deuren moest sluiten.
http://nl.wikipedia.org/wiki/Antoinette_(vliegtuigfabrikant)
Société des avions et moteurs Antoinette was een Franse vliegtuigfabrikant en vliegtuigmotor fabrikant in de beginjaren van de luchtvaart. Het werd opgericht in 1904 door Léon Levavasseur en Jules Gastambide, De naam verwees naar de eerste dochter van Jules Gastambide. Het bedrijf was gevestigd in Puteaux.
In eerste instantie was men vooral geïnteresseerd in de bouw van auto's wat in 1903 resulteerde in de presentatie van een model met een V8 motor, die pas in 1909 gebouwd werd. In 1906 werd kapitein Ferdinand Ferber, die al een lange reputatie genood als luchtvaartenthousiasteling, bij het bedrijf betrokken en deze zette zijn ideeën omtrent de luchtvaart uiteen.
In 1907 begint men met de bouw van vliegtuigen. De Gastambide-Mangin, de voorloper van de beroemde Antoinette II, maakte zijn eerste vlucht in februari 1908, met Eugene Welferinger als piloot. Op 31 augustus 1908 maakte de Antoinette II als eerste eendekker een vlucht met een passagier. Een Antoinette motor dreef de helikopter van Paul Cornu aan, de eerste helikopter ter wereld.
Hubert Latham werd de testpiloot voor Antoinette en behaalde vele records, waaronder het hoogterecord tijdens de vliegweek van Rheims in augustus 1909 waar hij tot een hoogte van 155 meter komt.
Antoinette behaald enige successen met de verkoop van hun Antoinette's en de bijbehorende vliegschool weet enkele tientallen piloten op te leiden, waaronder Marie Marvingt.
In 1910, op initiatief van commandanten Georges Clolus, Paul-Alexandre Laffont en luitenant Pierre Clavenad ontwikkelde men de "tonneau Antoinette", wat beschouwd kan worden als de eerste vluchtsimulator.
In september 1911 presenteerde men de Monobloc Antoinette, een revolutionair ontwerp. Het ontwerp blijkt echter te zwaar, was uitgerust met een té lichte motor en weigert te vliegen. Dit en andere tegenslagen zorgen ervoor dat het bedrijf in 1911 de deuren moest sluiten.
http://nl.wikipedia.org/wiki/Antoinette_(vliegtuigfabrikant)
Saab 210
Project 1250 met the requirements of the FMV, but it was an extremely radical design that could easily have ended up a disaster. Rather than risk the whole programme by building a full-scale prototype, Saab first decided to test the design’s handling characteristics by building a small demonstrator, the Saab 210. But before building this aircraft, ground testing was done on the double-delta configuration. This included wind tunnel experiments using pulse-jet-powered models. As results showed no major problems, the Saab 210 70% scale demonstrator aircraft was built.
The aircraft originally had an oval nose intake, separated in the middle by a nosecone in the shape of a pyramid/chisel. In this form it was designated 210A. But since flight testing revealed that the intake did not provide enough airflow, the forward fuselage was redesigned and a proper nose was introduced, with the intakes moved back to each side of the cockpit. In this, the final configuration, it was designated 210B. The aircraft was powered by an Armstrong Siddeley Adder turbojet producing just 480 kg (1 048 lb) of thrust, which was barely enough to get it into the air but served the purpose. Like the Draken, the Saab 210 had a single vertical tail and double-delta wings, of which the inner wing was blended into the fuselage to almost functioned like a big wing leading edge root extension. There was no horizontal tailplane, even though Saab engineers had considered fitting one. A few wind tunnel models were built with tailplanes, but during wind tunnel testing it was found that this configuration was unstable, and so the tailplane was dropped.
Construction of the aircraft, nicknamed ‘LillDraken’ (Little Dragon), began in May 1950 and in December 1951 it made a small hop, although this was unintentional. Saab test pilot Bengt Olow made the 210’s maiden flight on 21 January 1952 and kept the little aircraft in the air for 25 minutes. Although flight controls were manual, the 210 performed very well and revealed no undue problems, except the need for a redesigned nose and the need for autostabilisation on the full-scale model. The double-delta configuration combined the best of both worlds, as it was good for high-speed flight and relatively low takeoff and landing speeds. The Saab 210 made around one thousand test flights until it was donated to the Flygvapnet (Swedish Air Force) museum.
Project 1250 met the requirements of the FMV, but it was an extremely radical design that could easily have ended up a disaster. Rather than risk the whole programme by building a full-scale prototype, Saab first decided to test the design’s handling characteristics by building a small demonstrator, the Saab 210. But before building this aircraft, ground testing was done on the double-delta configuration. This included wind tunnel experiments using pulse-jet-powered models. As results showed no major problems, the Saab 210 70% scale demonstrator aircraft was built.
The aircraft originally had an oval nose intake, separated in the middle by a nosecone in the shape of a pyramid/chisel. In this form it was designated 210A. But since flight testing revealed that the intake did not provide enough airflow, the forward fuselage was redesigned and a proper nose was introduced, with the intakes moved back to each side of the cockpit. In this, the final configuration, it was designated 210B. The aircraft was powered by an Armstrong Siddeley Adder turbojet producing just 480 kg (1 048 lb) of thrust, which was barely enough to get it into the air but served the purpose. Like the Draken, the Saab 210 had a single vertical tail and double-delta wings, of which the inner wing was blended into the fuselage to almost functioned like a big wing leading edge root extension. There was no horizontal tailplane, even though Saab engineers had considered fitting one. A few wind tunnel models were built with tailplanes, but during wind tunnel testing it was found that this configuration was unstable, and so the tailplane was dropped.
Construction of the aircraft, nicknamed ‘LillDraken’ (Little Dragon), began in May 1950 and in December 1951 it made a small hop, although this was unintentional. Saab test pilot Bengt Olow made the 210’s maiden flight on 21 January 1952 and kept the little aircraft in the air for 25 minutes. Although flight controls were manual, the 210 performed very well and revealed no undue problems, except the need for a redesigned nose and the need for autostabilisation on the full-scale model. The double-delta configuration combined the best of both worlds, as it was good for high-speed flight and relatively low takeoff and landing speeds. The Saab 210 made around one thousand test flights until it was donated to the Flygvapnet (Swedish Air Force) museum.
prop-er
Forum veteraan
Helwan HA - 300
In the beginning of the sixties Egypt started an ambitious project to develop and produce a supersonic fighter with Spanish assistance. Willi Messerschmitt the famous German engineer was responsible for the project, he and his team designed a lightweight supersonic fighter designated as HA-300P. When Spain ended its support to the project the entire Messerschmitt team was moved to Egypt. The Austrian jet engine expert Ferdinand Brandner was invited to develop a new turbojet for the new fighter.
Test facilities and workshops for the new fighter and engine were built at Hulwan airbase southeast of Cairo. The newly built E-300 jet engine ran for the first time in July 1963, While the HA-300 first prototype made its first flight on 7 March 1964. India helped fund development of the E-300 engine in order to acquire a new power plant for its HF-24 Marut jet fighter.
2 Egyptian pilots were sent to India in 1964 and attended the Indian air force test pilot school to prepare for the HA-300 flight development, India also provided a Marut fighter for the E-300 project. After 1967 defeat continues Russian pressure was made to stop the project and due to financial problems and the availability of large amounts of Russian fighters the Egyptian government cancelled the project in 1969 when the third prototype with the E-300 had started taxi test already. The program coasted the Egyptian government more than 135 million Egyptian pounds. And the E-300 engine was used in the Indian HF-24 Marut fighter.
General characteristics
* Type: Single-seat Point-defense interceptor with a limited ground-attack capability.
* Crew: 1
* Length: 12.40 m (40.7 ft).
* Wingspan: 5.84 m (19.16 ft) .
* Height: 3.15 m (10.33 ft).
* Wing area: 16.70 m² (179.75 ft²).
* Empty weight:2,100 kg (4,629 lb)
* Loaded weight: 5,443 kg (12,000 lb).
* Powerplant:
o 1 x Bristol Orpheus 703 or
o 1 x Brandner E-300 turbojet (fitted to the third prototype) .
* Thrust:
o 21,6 kN (4850 lbs). (with Bristol Orpheus 703 engine).
o (10540 lbs) (with Brandner E-300 turbojet engine afterburner)
Performance
* Maximum speed: 1,146 knots (2,124 km/h) at 12,192 m and 973 Knots (1,802 km/h) with two air-to-air missiles.
* Practical range : 755 nm (870 m, 1400 km).
* Service ceiling: 39,370 ft (12,000 m).
* Initial rate of climb: 203 m/s (4,593 ft/s).
Armament
* Guns:
o Two 30 mm Hispano or
o Four 23 mm Nudelmann-Suranov NS-23 cannon.
* Missiles: Four infra-red (IR) homing air-to-air missiles.
In the beginning of the sixties Egypt started an ambitious project to develop and produce a supersonic fighter with Spanish assistance. Willi Messerschmitt the famous German engineer was responsible for the project, he and his team designed a lightweight supersonic fighter designated as HA-300P. When Spain ended its support to the project the entire Messerschmitt team was moved to Egypt. The Austrian jet engine expert Ferdinand Brandner was invited to develop a new turbojet for the new fighter.
Test facilities and workshops for the new fighter and engine were built at Hulwan airbase southeast of Cairo. The newly built E-300 jet engine ran for the first time in July 1963, While the HA-300 first prototype made its first flight on 7 March 1964. India helped fund development of the E-300 engine in order to acquire a new power plant for its HF-24 Marut jet fighter.
2 Egyptian pilots were sent to India in 1964 and attended the Indian air force test pilot school to prepare for the HA-300 flight development, India also provided a Marut fighter for the E-300 project. After 1967 defeat continues Russian pressure was made to stop the project and due to financial problems and the availability of large amounts of Russian fighters the Egyptian government cancelled the project in 1969 when the third prototype with the E-300 had started taxi test already. The program coasted the Egyptian government more than 135 million Egyptian pounds. And the E-300 engine was used in the Indian HF-24 Marut fighter.
General characteristics
* Type: Single-seat Point-defense interceptor with a limited ground-attack capability.
* Crew: 1
* Length: 12.40 m (40.7 ft).
* Wingspan: 5.84 m (19.16 ft) .
* Height: 3.15 m (10.33 ft).
* Wing area: 16.70 m² (179.75 ft²).
* Empty weight:2,100 kg (4,629 lb)
* Loaded weight: 5,443 kg (12,000 lb).
* Powerplant:
o 1 x Bristol Orpheus 703 or
o 1 x Brandner E-300 turbojet (fitted to the third prototype) .
* Thrust:
o 21,6 kN (4850 lbs). (with Bristol Orpheus 703 engine).
o (10540 lbs) (with Brandner E-300 turbojet engine afterburner)
Performance
* Maximum speed: 1,146 knots (2,124 km/h) at 12,192 m and 973 Knots (1,802 km/h) with two air-to-air missiles.
* Practical range : 755 nm (870 m, 1400 km).
* Service ceiling: 39,370 ft (12,000 m).
* Initial rate of climb: 203 m/s (4,593 ft/s).
Armament
* Guns:
o Two 30 mm Hispano or
o Four 23 mm Nudelmann-Suranov NS-23 cannon.
* Missiles: Four infra-red (IR) homing air-to-air missiles.
Henri Kaper
verslagschrijvers
En prop-er weer aan de beurt ... draadje loopt weer lekker. 
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