FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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Ariel
PH-SAM
Key, 
Nu is het jouw beurt
Mit dem Segelflug befasst man sich in Ulm seit dem Jahr 1920. Im Mittel­punkt der ganzen ersten Zeit steht der Schreiner Karl Kammermeyer, der sich, wie man sagt, für die Segel­fliegerei geopfert hat. Er ist die trei­bende Kraft, der Kristallisationskern. Wo er ist, da wird gearbeitet und neue Flugzeuge entstehen. Bis 1932 ist Kammermeyer der Erbauer fast aller in Ulm gebauten Segel- und Gleitflugzeuge. In 12 Jahren entstehen ca. 30 Flugzeuge, darunter auch das berühmte „Peterle“ mit dem der Prinz von Schaumburg-Lippe im November 1928 am Dreifaltigkeitsberg bei Spaichingen mit 5:28 h den jahrelang geltenden Württ. Dauerflugrekord erflog. Die Fluglehrer Forstner und Gleich gehörten zu den ersten Mitarbeitern Kammermeyers, die ihm bei der Arbeit halfen und ihm auch in schweren Zeiten stets zur Seite stan­den. Gleich hatte schon 1912 als Schüler seinen ersten Hängegleiter gebaut. Der frühere Kriegs- und Verkehrsflieger Paul Lang war seit 1924 als Segelfluglehrer der Ulmer tätig. Er verunglückte 1932 bei der Erprobung eines neuen Segelflugzeugs tödlich.
Nu is het jouw beurt
Mit dem Segelflug befasst man sich in Ulm seit dem Jahr 1920. Im Mittel­punkt der ganzen ersten Zeit steht der Schreiner Karl Kammermeyer, der sich, wie man sagt, für die Segel­fliegerei geopfert hat. Er ist die trei­bende Kraft, der Kristallisationskern. Wo er ist, da wird gearbeitet und neue Flugzeuge entstehen. Bis 1932 ist Kammermeyer der Erbauer fast aller in Ulm gebauten Segel- und Gleitflugzeuge. In 12 Jahren entstehen ca. 30 Flugzeuge, darunter auch das berühmte „Peterle“ mit dem der Prinz von Schaumburg-Lippe im November 1928 am Dreifaltigkeitsberg bei Spaichingen mit 5:28 h den jahrelang geltenden Württ. Dauerflugrekord erflog. Die Fluglehrer Forstner und Gleich gehörten zu den ersten Mitarbeitern Kammermeyers, die ihm bei der Arbeit halfen und ihm auch in schweren Zeiten stets zur Seite stan­den. Gleich hatte schon 1912 als Schüler seinen ersten Hängegleiter gebaut. Der frühere Kriegs- und Verkehrsflieger Paul Lang war seit 1924 als Segelfluglehrer der Ulmer tätig. Er verunglückte 1932 bei der Erprobung eines neuen Segelflugzeugs tödlich.
prop-er
Forum veteraan
Magni J.6-S
(Foto's zijn van een Jona J.6-S
)
Ing. Alberto Jona formed his Studio di Consulenza Aeronautica (Aeronautical Consultancy Bureau) in Rome in 1932 and started the design of a two-seat sesqui-plane with a pivoting wing, designated J.6. The aircraft was of mixed construction, with a tube fuselage and wooden wing covered with plywood and fabric; it was manufactured by the Piero Magni Aviazione at Taliedo. By intervention of the Italian AF, it was put on static display at the first air show at Milan with the s/n MM313.
Powered by an 140 hp Fiat A 54 seven-cylinder, air-cooled radial engine, the aircraft was first flown (with the wing in a fixed position) by Magni test pilot Vasco Magrini on May 24, 1936, while test flying with the wing pivoting was performed by Giovanni Roccato, with promising results. Subsequently the aircraft was tested by the military at the Centro Sperimentale (Experimental Center) of the Italian AF at Guidonia, near Rome.
In 1937, registered as I-BONZ, the J.6 was flown by the well known sport pilot Leonardo Bonzi in the Giro Aereo d'Italia, and other races. The aircraft was flown for several years by Jona, after Italy's Armistice with the Allies on September 8, 1943, the aircraft disappeared into obscurity.
The testing by the military had resulted in 1937 in an order from the Ministero dell'Aeronautica (Air Ministry) for six aircraft with a fixed wing, designated
J.6-S (s/n MM50723 to MM50728). Powered by a 240 hp nine-cylinder, air-cooled radial engine, these six were intended for training and were fitted with night-flying cabin lightning, a 0.303 (7.7 mm) machinegun and had an option to carry a AGR 61 camera.
All aircraft were delivered in 1939 and differed only in detail from the J.6. In the event the aircraft were used mostly as liaison transports by member of the General Staff of the Italian AF, all were lost during WW II and the Armistice.
Span: 23 ft 7.5 in (10.20 m)
Length: 20 ft 4.1 in (7.40 m)
Weight empty: 794 lb (575 kg)
Loaded weight: 1,261 lb (900 kg)
Max speed: 90 mph (250 kmh)
Service ceiling: 9,842 ft (8,000 m)
(Foto's zijn van een Jona J.6-S
)Ing. Alberto Jona formed his Studio di Consulenza Aeronautica (Aeronautical Consultancy Bureau) in Rome in 1932 and started the design of a two-seat sesqui-plane with a pivoting wing, designated J.6. The aircraft was of mixed construction, with a tube fuselage and wooden wing covered with plywood and fabric; it was manufactured by the Piero Magni Aviazione at Taliedo. By intervention of the Italian AF, it was put on static display at the first air show at Milan with the s/n MM313.
Powered by an 140 hp Fiat A 54 seven-cylinder, air-cooled radial engine, the aircraft was first flown (with the wing in a fixed position) by Magni test pilot Vasco Magrini on May 24, 1936, while test flying with the wing pivoting was performed by Giovanni Roccato, with promising results. Subsequently the aircraft was tested by the military at the Centro Sperimentale (Experimental Center) of the Italian AF at Guidonia, near Rome.
In 1937, registered as I-BONZ, the J.6 was flown by the well known sport pilot Leonardo Bonzi in the Giro Aereo d'Italia, and other races. The aircraft was flown for several years by Jona, after Italy's Armistice with the Allies on September 8, 1943, the aircraft disappeared into obscurity.
The testing by the military had resulted in 1937 in an order from the Ministero dell'Aeronautica (Air Ministry) for six aircraft with a fixed wing, designated
J.6-S (s/n MM50723 to MM50728). Powered by a 240 hp nine-cylinder, air-cooled radial engine, these six were intended for training and were fitted with night-flying cabin lightning, a 0.303 (7.7 mm) machinegun and had an option to carry a AGR 61 camera.
All aircraft were delivered in 1939 and differed only in detail from the J.6. In the event the aircraft were used mostly as liaison transports by member of the General Staff of the Italian AF, all were lost during WW II and the Armistice.
Span: 23 ft 7.5 in (10.20 m)
Length: 20 ft 4.1 in (7.40 m)
Weight empty: 794 lb (575 kg)
Loaded weight: 1,261 lb (900 kg)
Max speed: 90 mph (250 kmh)
Service ceiling: 9,842 ft (8,000 m)
Aha,
Australische CAC CA-15, het enige gebouwde prototype A62-1001:
The prototype aircraft was completed 02/46 it was supposed to be an aircraft to replace the P-51. Taxying trials began 12/02/46. First flown 04/03/46, Pilot was Jim Schofields who took her up at 18.10hrs from Fisherman's Bend for the fifteen minute inaugural flight. A further 23 flights made mostly by Scholfields, but also a few flights made by some APU pilots: WgCmdr J.E.Harper, Sqd Ldrs D.R. Cuming and G.C. Brunner. Total flight time when handed to RAAF 16 hrs and 35 mins. Delivered to RAAF 02/07/46. To 1APU 02/07/46. More pilots flew her from Point Cook: WgCmdr G.D. Marshall, Sdr Ldrs G.H. Shiells and C.W. Stark and finally Flt Lieut J.A.Lee Archer. These flights came to an abrupt ending when Archer suffered a hydraulic failure ( later found to be a leaking ground test gauge) on approach to Point Cook on 10/1246, which left him no choice but to orbit and burn off fuel. The main gear was only halfway down and unretractable and could not be lowered any further. The tail wheel was down and locked though. On landing this struck the strip first causing the aircraft to porpoise and finally the airscoop dug in. The aircraft settled back on the fuselage and skidded to a stop, heavily damaged. Total flight time at this point 43 hrs and 25 mins. To CAC Fishermans Bend 02/06/47 for repairs. To ARDU 19/05/48 after repairs. The aircraft acheived a speed of 502.2 mph after a 4000ft dive on 25/05/48 flown by Flt Lt Archer. The highest calibrated level flight was 448mph (721Km/h) at 26400ft. The project was cancelled 01/05/50 and the aircraft was transfered to 1AD at Laverton and converted to componants. The engines returned to Rolls Royce as they were 'leased'.
Groeten,
Marco
Australische CAC CA-15, het enige gebouwde prototype A62-1001:
The prototype aircraft was completed 02/46 it was supposed to be an aircraft to replace the P-51. Taxying trials began 12/02/46. First flown 04/03/46, Pilot was Jim Schofields who took her up at 18.10hrs from Fisherman's Bend for the fifteen minute inaugural flight. A further 23 flights made mostly by Scholfields, but also a few flights made by some APU pilots: WgCmdr J.E.Harper, Sqd Ldrs D.R. Cuming and G.C. Brunner. Total flight time when handed to RAAF 16 hrs and 35 mins. Delivered to RAAF 02/07/46. To 1APU 02/07/46. More pilots flew her from Point Cook: WgCmdr G.D. Marshall, Sdr Ldrs G.H. Shiells and C.W. Stark and finally Flt Lieut J.A.Lee Archer. These flights came to an abrupt ending when Archer suffered a hydraulic failure ( later found to be a leaking ground test gauge) on approach to Point Cook on 10/1246, which left him no choice but to orbit and burn off fuel. The main gear was only halfway down and unretractable and could not be lowered any further. The tail wheel was down and locked though. On landing this struck the strip first causing the aircraft to porpoise and finally the airscoop dug in. The aircraft settled back on the fuselage and skidded to a stop, heavily damaged. Total flight time at this point 43 hrs and 25 mins. To CAC Fishermans Bend 02/06/47 for repairs. To ARDU 19/05/48 after repairs. The aircraft acheived a speed of 502.2 mph after a 4000ft dive on 25/05/48 flown by Flt Lt Archer. The highest calibrated level flight was 448mph (721Km/h) at 26400ft. The project was cancelled 01/05/50 and the aircraft was transfered to 1AD at Laverton and converted to componants. The engines returned to Rolls Royce as they were 'leased'.
Groeten,
Marco
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