FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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Ook toegepast in de Fairey Rotodyne. Het lawaai moet heel heel luid geweest zijn.
Off-topic: is Crouze (Marco) niet meer zoveel aanwezig??
Jawellll,
Bovendien...ik weet ook niet alles, en momenteel wat minder tijd om te gaan zoeken.
Groeten,
Marco
Maar nog even bij aan het komen van de schokkend enerverende vrijdag en zaterdag...
Bovendien...ik weet ook niet alles, en momenteel wat minder tijd om te gaan zoeken.
Groeten,
Marco
Dat kwam o.a. omdat de Rotodyne GEEN cold jet was, maar buiten de lucht ook brandstof naar de tips voerde, die daar in een soort pulse jet ontstoken werd.
Jawellll,
Maar nog even bij aan het komen van de schokkend enerverende vrijdag en zaterdag...
Dat was idd weer een oefening om nooooooooit/heel snel te vergeten....
prop-er
Forum veteraan
The E2
The Lippisch-Espenlaub (Glider Experiment) E2 was the first of over 50 swept-wing, tailless designs produced by Lippisch over the next three decades. Plates at each wing tip were drooped to provide directional stability. Though this first effort was less than impressive, it at least was a starting point from which Lippisch began serious, systematic development of tailless designs.
Ariel
PH-SAM
SAVOIA-MARCHETTI SM.93
The SM-93 was an all-wood single-engined low-wing monoplane with retractable undercarriage. The fuselage had a semi-monocoque structure, with integral fin and low set tailplane,a long greenhouse style canopy over the tandem cockpits, housing the pilot lying in a prone position above the rear of the engine, and the gunner/radio-operator facing aft behind him. The two-spar wings were in three parts with the innerwings sharply tapered to the join, outboard of the landing gear attachments, and the outer wings moderately tapered to the rounded wingtips.The prone position for the pilot was intended to enable the pilot to resist the onset of g induced loss of consciousness, but the position was uncomfortable for normal flight and severely limited the rearwards view of the pilot.
Up to 29 March 1944 the SM-93 had made 16 test-flights with speeds up to 900 km/h (560 mph) demonstrating the low drag and clean aerodynamics, but the programme was halted by the German control Commission that was running weapons production in the Repubblica Sociale Italiana RSI Despite the good performance of the SM-93 the prone position was unsatisfactory and there were doubts about the strength of the aircraft in the dive-bombing role, and by that stage of WWII the aircraft production facilities in the RSI were limited..
The SM-93 was an all-wood single-engined low-wing monoplane with retractable undercarriage. The fuselage had a semi-monocoque structure, with integral fin and low set tailplane,a long greenhouse style canopy over the tandem cockpits, housing the pilot lying in a prone position above the rear of the engine, and the gunner/radio-operator facing aft behind him. The two-spar wings were in three parts with the innerwings sharply tapered to the join, outboard of the landing gear attachments, and the outer wings moderately tapered to the rounded wingtips.The prone position for the pilot was intended to enable the pilot to resist the onset of g induced loss of consciousness, but the position was uncomfortable for normal flight and severely limited the rearwards view of the pilot.
Up to 29 March 1944 the SM-93 had made 16 test-flights with speeds up to 900 km/h (560 mph) demonstrating the low drag and clean aerodynamics, but the programme was halted by the German control Commission that was running weapons production in the Repubblica Sociale Italiana RSI Despite the good performance of the SM-93 the prone position was unsatisfactory and there were doubts about the strength of the aircraft in the dive-bombing role, and by that stage of WWII the aircraft production facilities in the RSI were limited..
Ah,
Da's er weer een voor mij!
DeHavilland Canada XC-8A Buffalo ACLS (Bell Air Cushion Landing System):
This aircraft was first flown on May 17, 1967, registered as CF-LAQ and subsequently delivered to the RCAF Aerospace Egineering and Test Establishment as a CC-115, s/n 9451, re-serialed as 115451 with the CAF on May 27, 1970. It was leased back to the manufacturer on July 15, 1970, again registered as CF-LAQ. Returned to the CAF it was loaned to the USAF Flight Dynamics Laboratory (FDL) as test vehicle for the ACLS (Air Cushion Landing System) program.
The ACLS concept was invented by T. Desmond Earl and Wilfred J. Eggington of Bell Aerospace at Buffalo, New York, USA, and a company-funded effort was initiated on December 1, 1963, soon joined by the Flight Dynamics Laboratory. The ACLS was first demonstrated on the Lake LA-4 Buccaneer amphibian, flown from Niagara Falls International Airport, New York, in 1967. The LA-4 performed take-offs and landings on water, ice, snow, grass and conventional runways.
In 1970 the USAF and the Canadian Department of Industry, Trade and Commerce jointly issued a contract for Bell Aerospace to design, install and flight test an ACLS on the CC-115, redesignated XC-8A, and 115451 was delivered for conversion to Bell Aerospace on November 15, 1971. The first flight in the ACLS configuration was made from Buffalo in early April, 1975, the first landing was made on April 11. Flight testing was done by the 4950th Test Wing, Aeronautical System Division, USAF, at Wright-Patterson AFB, Ohio.
The aircraft returned to the CAF on April 30, 1979 and was converted back to a CC-115 and used for SAR operations and is currently operational with 442
(T & R) Squadron, CFB Comox, British Columbia.
Simpel gezegd: dit toestel maakte deel uit van een experiment om te kijken of het hovercraft-principe gebruikt kon worden als landingsgestel. Het bleek wel te werken maar was niet praktisch genoeg om ook daadwerkelijk in gebruik te nemen.
Groeten,
Marco
Da's er weer een voor mij!
DeHavilland Canada XC-8A Buffalo ACLS (Bell Air Cushion Landing System):
This aircraft was first flown on May 17, 1967, registered as CF-LAQ and subsequently delivered to the RCAF Aerospace Egineering and Test Establishment as a CC-115, s/n 9451, re-serialed as 115451 with the CAF on May 27, 1970. It was leased back to the manufacturer on July 15, 1970, again registered as CF-LAQ. Returned to the CAF it was loaned to the USAF Flight Dynamics Laboratory (FDL) as test vehicle for the ACLS (Air Cushion Landing System) program.
The ACLS concept was invented by T. Desmond Earl and Wilfred J. Eggington of Bell Aerospace at Buffalo, New York, USA, and a company-funded effort was initiated on December 1, 1963, soon joined by the Flight Dynamics Laboratory. The ACLS was first demonstrated on the Lake LA-4 Buccaneer amphibian, flown from Niagara Falls International Airport, New York, in 1967. The LA-4 performed take-offs and landings on water, ice, snow, grass and conventional runways.
In 1970 the USAF and the Canadian Department of Industry, Trade and Commerce jointly issued a contract for Bell Aerospace to design, install and flight test an ACLS on the CC-115, redesignated XC-8A, and 115451 was delivered for conversion to Bell Aerospace on November 15, 1971. The first flight in the ACLS configuration was made from Buffalo in early April, 1975, the first landing was made on April 11. Flight testing was done by the 4950th Test Wing, Aeronautical System Division, USAF, at Wright-Patterson AFB, Ohio.
The aircraft returned to the CAF on April 30, 1979 and was converted back to a CC-115 and used for SAR operations and is currently operational with 442
(T & R) Squadron, CFB Comox, British Columbia.
Simpel gezegd: dit toestel maakte deel uit van een experiment om te kijken of het hovercraft-principe gebruikt kon worden als landingsgestel. Het bleek wel te werken maar was niet praktisch genoeg om ook daadwerkelijk in gebruik te nemen.
Groeten,
Marco
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