FORUMLEDEN met NOSTALGIE......"vreemde" kisten
- Topicstarter steffe
- Startdatum
- Status
Danny Mulders
verslagschrijvers
lijkt me iets van fokker, aan de ramen te zien....
jetpropdlx zei:de volgende
thuis basis EBZW
ps het toestel is niet van WWII\
En nu effe naar de hobby/bouwruimte.
Hmmm volgens mij was deze ook te zien op Schaffen diest dit jaar
heb er zelfs ook foto's van
op ebzw stond er vant jaar ook een in de constructie blokken
wel vetjes, maar geef mij maar houtbouw
net terug van de hobby kamer
Ter info: De groene Slepcev Storch (PH-TAT) en de Renagade spirit (OO-E19) zijn beide van de zelfde bouwer Toon Jacobs en staan in de zelfde hangaar op EBZW
het plaatje gepost door Corrien:
een Aero commander 520
Ter info: De groene Slepcev Storch (PH-TAT) en de Renagade spirit (OO-E19) zijn beide van de zelfde bouwer Toon Jacobs en staan in de zelfde hangaar op EBZW
het plaatje gepost door Corrien:
een Aero commander 520
next:
iets met rotor maar toch geen Heli.
iets met rotor maar toch geen Heli.
G
Ger Kovacs
Guest
jetpropdlx zei:net terug van de hobby kamer
een Aero commander 520
Hoi Eric.
Wel eens Bob Hoover met deze kist een demo zien geven? adembenemend, wat ie er mee uitspookte.
Grtz Ger.
Hoi Ger,
Natuurlijk heb ik video's gezien van Bob Hoover.
Adembenemend wat je nog allemaal kunt doen met 1 motor uitgezet
Hij gebruikt een Aerocommander 500S Shrike
Natuurlijk heb ik video's gezien van Bob Hoover.
Adembenemend wat je nog allemaal kunt doen met 1 motor uitgezet
Hij gebruikt een Aerocommander 500S Shrike
P
Pjotrrr
Guest
Umbaugh/Air and Space 18A
This attractive little jump-start autogyro was designed by Raymond Umbaugh in 1959 after he had built and sold several examples of single-seat cabin developments of the Bensen Gyro-Copter. The Umbaugh 18 prototype (N43U) was flown during 1959, and in August arrangements were made for final development and mass production to be undertaken by Fairchild, the aircraft to be known as the Flymobil. In the event, however, Fairchild built only five development aircraft during 1960, all being tandem 2-seaters with 180hp Lycoming O-360-A1D engines. The original single fin and rudder of the first prototype gave way first to a Vee tail assembly and finally to a triple tail unit with a low-set tailplane bearing two fixed fins and a third movable one in the centre. One of the Fairchild machines was used to gain an FAA type approval certificate in September 1961, and certification of the production version, the Model 18-A, was granted early in 1965. This is built by the Air & Space Manufacturing Co. of Indiana, the agreement with Fairchild meanwhile having been dissolved. No recent figures have been disclosed, but one hundred and ten production Model 18-A's had been completed by the end of 1965. The autogyro has an all-metal fuselage skin, and wooden rotor blades reinforced with glassfibre. The engine drive can be connected to the rotor for jump starts, after which it is disengaged and clutched to the pusher propeller for forward movement.
This attractive little jump-start autogyro was designed by Raymond Umbaugh in 1959 after he had built and sold several examples of single-seat cabin developments of the Bensen Gyro-Copter. The Umbaugh 18 prototype (N43U) was flown during 1959, and in August arrangements were made for final development and mass production to be undertaken by Fairchild, the aircraft to be known as the Flymobil. In the event, however, Fairchild built only five development aircraft during 1960, all being tandem 2-seaters with 180hp Lycoming O-360-A1D engines. The original single fin and rudder of the first prototype gave way first to a Vee tail assembly and finally to a triple tail unit with a low-set tailplane bearing two fixed fins and a third movable one in the centre. One of the Fairchild machines was used to gain an FAA type approval certificate in September 1961, and certification of the production version, the Model 18-A, was granted early in 1965. This is built by the Air & Space Manufacturing Co. of Indiana, the agreement with Fairchild meanwhile having been dissolved. No recent figures have been disclosed, but one hundred and ten production Model 18-A's had been completed by the end of 1965. The autogyro has an all-metal fuselage skin, and wooden rotor blades reinforced with glassfibre. The engine drive can be connected to the rotor for jump starts, after which it is disengaged and clutched to the pusher propeller for forward movement.
P
Pjotrrr
Guest
En hier is het moderne broertje, de 'jumpstart gyrocopter', oftewel 'heliplane' is bezig met zijn comeback 
Kijkje in de toekomst:
Kijkje in de toekomst:
P
Pjotrrr
Guest
Gyroplane - Helicopter Comparison
The Gyroplane
* Thrust is produced by an engine-driven propeller
* The unpowered, freely turning rotor is tilted back as the gyroplane moves forward
* Oncoming airflow through the rotor causes it to spin, producing lift. This is called autorotation.
* Always operates in autorotation, thus:
* Cannot stall like fixed wing aircraft
* Flies safely at low altitudes and low speeds, but cannot hover
* No need for heavy main rotor transmission nor a tail rotor
The Helicopter
* The powered rotor produces both lift and thrust, and is tilted forward
* Can hover, but a powered rotor requires:
* Adequate forward speed and/or altitude to maintain flight in case of power failure
* A heavy main transmission
* Tail rotor to counteract the torque imposed on the aircraft
A Gyroplane can fly more slowly than airplanes and will not stall. They can fly faster than helicopters but cannot hover. Since the rotor blades on the gyroplane are powered only by the air (autorotation), much like a windmill, there is no need for a tail rotor for anti-torque. The gyroplane is a stable flying platform. This is not so with helicopters, which pull the air down through engine-powered rotor blades making it possible to hover, but also making the aircraft very complicated and expensive to fly. Due to their inherent simplicity, gyroplanes are easier to operate and less expensive to maintain than helicopters.
The simplicity of a gyroplane's design translates directly into safety, higher performance, higher mission readiness, lower maintenance, and more economical operation for its operator.
Gyroplanes in flight are always in autorotation. If power fails in a gyroplane the autorotation continues, and the aircraft settles softly to the ground from any altitude. The procedure to land after a power failure is nearly the same procedure as a normal landing, which requires no landing roll. Thus the gyroplane is a safer aircraft for low and slow flight, as compared with both helicopters and airplanes. The ability of gyroplanes to fly faster than helicopters and slower than airplanes makes it something of a hybrid, having the good qualities of the other two types of aircraft with little of the bad.
The single attraction of helicopters over gyroplanes is their ability to hover, which is necessary in some situations such as rescue or in sling load work. In air surveillance and point-to-point flying, not being able to hover is not a disadvantage because many gyroplanes take off and land vertically without having to hover. Helicopters at low altitude out of ground effect avoid hovering whenever possible. It is too dangerous. To fix surveillance on one spot, proper procedure for all rotorcraft is to circle in a slow orbit.
The Gyroplane
* Thrust is produced by an engine-driven propeller
* The unpowered, freely turning rotor is tilted back as the gyroplane moves forward
* Oncoming airflow through the rotor causes it to spin, producing lift. This is called autorotation.
* Always operates in autorotation, thus:
* Cannot stall like fixed wing aircraft
* Flies safely at low altitudes and low speeds, but cannot hover
* No need for heavy main rotor transmission nor a tail rotor
The Helicopter
* The powered rotor produces both lift and thrust, and is tilted forward
* Can hover, but a powered rotor requires:
* Adequate forward speed and/or altitude to maintain flight in case of power failure
* A heavy main transmission
* Tail rotor to counteract the torque imposed on the aircraft
A Gyroplane can fly more slowly than airplanes and will not stall. They can fly faster than helicopters but cannot hover. Since the rotor blades on the gyroplane are powered only by the air (autorotation), much like a windmill, there is no need for a tail rotor for anti-torque. The gyroplane is a stable flying platform. This is not so with helicopters, which pull the air down through engine-powered rotor blades making it possible to hover, but also making the aircraft very complicated and expensive to fly. Due to their inherent simplicity, gyroplanes are easier to operate and less expensive to maintain than helicopters.
The simplicity of a gyroplane's design translates directly into safety, higher performance, higher mission readiness, lower maintenance, and more economical operation for its operator.
Gyroplanes in flight are always in autorotation. If power fails in a gyroplane the autorotation continues, and the aircraft settles softly to the ground from any altitude. The procedure to land after a power failure is nearly the same procedure as a normal landing, which requires no landing roll. Thus the gyroplane is a safer aircraft for low and slow flight, as compared with both helicopters and airplanes. The ability of gyroplanes to fly faster than helicopters and slower than airplanes makes it something of a hybrid, having the good qualities of the other two types of aircraft with little of the bad.
The single attraction of helicopters over gyroplanes is their ability to hover, which is necessary in some situations such as rescue or in sling load work. In air surveillance and point-to-point flying, not being able to hover is not a disadvantage because many gyroplanes take off and land vertically without having to hover. Helicopters at low altitude out of ground effect avoid hovering whenever possible. It is too dangerous. To fix surveillance on one spot, proper procedure for all rotorcraft is to circle in a slow orbit.
P
Pjotrrr
Guest
Inderdaad, ik zou het wel weten als er genoeg op de bank stond
Mooie van zo'n 'jumpstart' is dat je dan verticaal opstijgt met de motor aan de rotor gekoppeld en dat de aandrijving dan langzaam op de duwprop wordt overgezet.
De opgave was/is overigens dat gele monster boven!
Mooie van zo'n 'jumpstart' is dat je dan verticaal opstijgt met de motor aan de rotor gekoppeld en dat de aandrijving dan langzaam op de duwprop wordt overgezet.
De opgave was/is overigens dat gele monster boven!
Met de registratie Googlen kom je al snel op
HAWK 4 van de Groen Brothers
CURRENT VERSIONS:
Hawk 4: Currently powered by 313kW Rolls-Royce 250-B17C turboprop; first flew (N403GB) 12 July 2000; originally intended for certification late 2001. Other changes include addition of underfins and taller landing gear. Two further prototypes under construction.
Applications include airborne law enforcement., electronic news gathering, aerial surveillance, utility/passenger transport and aerial application.
Jet Hawk 4T: Original designation for turbine-powered version. Renamed Hawk 4 by 2002.
HAWK 4 van de Groen Brothers
CURRENT VERSIONS:
Hawk 4: Currently powered by 313kW Rolls-Royce 250-B17C turboprop; first flew (N403GB) 12 July 2000; originally intended for certification late 2001. Other changes include addition of underfins and taller landing gear. Two further prototypes under construction.
Applications include airborne law enforcement., electronic news gathering, aerial surveillance, utility/passenger transport and aerial application.
Jet Hawk 4T: Original designation for turbine-powered version. Renamed Hawk 4 by 2002.
De volgende:
Een mooi oudje, volgens de side het enige nog vliegend exemplaar ???
Een mooi oudje, volgens de side het enige nog vliegend exemplaar ???
- Status