FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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Het verhaaltje dat ik eerder hier schreef klopte niet dus nu wel het goede. 8)
Dit is inderdaat een Spitfire in Duitse handen maar uitgerust met een Daimler motor zoals in de BF109 stond.
Dit is een stukje dat je op de site "Unreal Aircraft" kunt vinden samen met de foto's van dit vliegtuig.
Dit is inderdaat een Spitfire in Duitse handen maar uitgerust met een Daimler motor zoals in de BF109 stond.
Dit is een stukje dat je op de site "Unreal Aircraft" kunt vinden samen met de foto's van dit vliegtuig.
Unreal Aircraft zei:
prop-er
Forum veteraan
Maar hier zit dan weer een Daimler-Benz motor in. En da's wel weer bijzonder.
Spitfire Vb serial EN830 / NX-X fell into German hands late in 1942. It crash landed on November 18th 1942 while being flown by P/O (Sous Lt.) Bernard Scheidhauer of the Free French Air Force, attached to 131 "County of Kent" Sqn. RAF. He and his No.1, P/O Henri de Bordas, had been on a "rhubarb" to Normandy during the afternoon. EN830 was hit by light flak and made a forced landing in a turnip field at Dielament Manor, Trinity, Jersey.
Sous Lt Scheidhauer was taken prisoner by the Germans and, like his aircraft, was transported to Germany. On March 24th, 1944 he and 80 other RAF officers escaped from Stalag Luft 3. He was captured along with his escape partner Sq. Ldr. Roger Bushell in Saarbrucken. The were both shot for their part in the "Great Escape" on 28th March 1944. His aircraft was captured virtually intact, and in good enough condition to be flown in November 1943, with black crosses in place of RAF roundels, to Rechlin for testing.
In early spring of 1941, another Spitfire had been tested here. A suggestion that it be tested with a Daimler-Benz engine to enable a more direct comparison with the Luftwaffes' Messerschmitt Bf.109 led to it being flown to the Daimler-Benz facility at Backnang, near Stuttgart, on April 24, 1941. There it was to receive a DB 601 engine. This work proved to difficult and the project was abandoned. That aircraft returned to Rechlin on September 9, 1942.
The acquisition of the second Spitfire, EN830, revived the idea. The Spitfire was sent to Echterdingen, south of Stuttgart, where Daimler-Benz operated a flight testing division. Flugkapitän Willy Ellenreider and his staff were responsible for testing to improve performance of other current aircraft, and a number of types served as flying test-beds. Among them were Ju.52s with a DB 605 engine in the centre position; He.111s, Hs.130s, Bf.109s and 110s, a Ju.87 and an Fi.167.
Spitfire EN830 was repainted to German standards, dark green above and pale blue below, with bright yellow tail control surfaces and large, black crosses. Radio code letters CJ+ZY were painted on each side, below and, unusually, above the wings; and the British serial transferred to the fin above the swastika.
The Spitfire reached Echterdingen minus guns and ammunition, with the gun ports closed. The radio had been replaced with ballast, but it still had its original Merlin 45 engine. Several flights were made by Daimler-Benz pilots before conversion was attempted. A decision was made to replace the intruments and the entire electrical system with standard German equipment, because the Luftwaffe used a 24 volt system, whilst the RAF used a 12 volt standard.
After the Merlin engine was removed, it was discovered that the Spitfire's front fuselage cross-section was very close to that of the standard Bf.110G's engine cowling. A new engine support was designed, and a standard DB 605A-1 engine (Wk-Nr 00701990) was mounted to the fire wall. The work was completed at the Sindelfingen Daimler-Benz factory, near Echterdingen.
A 3.0 m. diameter Bf.109G propellor was added, together with the carburettor scoop from a Bf.109G. This made the modified Spitfire's all-up weight, without armament, 6,020 lb. (2730 kg). The armament weight was an estimated additional 661 lb. (300 kg.). Its weight with armament, before the engine modification, had been 6,680 lb. (3030 kg.).
After a couple of weeks, and with a new yellow-painted nose, the Spitfire returne to Echterdingen. Ellenreider was the first to try the aircraft. He was stunned that the aircraft had much better visibility and handling on the ground than the Bf.109. It took off before he realised it and had an impressive climb rate, around 70 ft. (21 m.) per second. Much of the Spitfire's better handling could be attributed to its lower wing loading.
The Spitfire's wing area was about 54 sq. ft. (5m²) greater than that of the Bf.109. The Messerschmitt was faster at low altitude, but at 11,000 ft. (3350 m) the speeds evened out. The DB 605A engine gave better performance, according to the test group, than the Merlin, which was rated 150 hp below the German engine. It gave the Spitfire a ceiling of 41,666 ft. (12700 m.), about 3,280 ft. (1000 m.) more than a Bf.109G with the same engine and 5,166 ft. (1475 m.) more than that of a Spitfire Mk.V.
After a brief period at Rechlin confirming the performance data, the modified Spitfire returned to Echterdingen to serve officially as a test bed. It was popular with the pilots in and out of working hours. Its career ended on 14th August, 1944, when a formation of US bombers attacked Echterdingen, wrecking two Ju.52s, three Bf.109Gs, a Bf.109H V1, an FW.190 V16, an Me.410 and the Spitfire. The remains of the hybrid Spitfire were scrapped at the Klemm factory at Böblingen.
Particular thanks to Ian Le Sueur at en830@jerseymail.co.uk for his enlightening information on the crash and acquisition by the Germans of EN830. He is always interested to hear from people of similar interests, and was instrumental in the raising of a memorial to P/O (Sous Lt.) Scheidhauer.
Thanks also to Gaël Elégoët for allowing the use of his copyrighted colour art of EN830. Unfortunately, the author can no longer find his former web site, which he ran under his "nom de plume" of Willowood.
Spitfire Vb serial EN830 / NX-X fell into German hands late in 1942. It crash landed on November 18th 1942 while being flown by P/O (Sous Lt.) Bernard Scheidhauer of the Free French Air Force, attached to 131 "County of Kent" Sqn. RAF. He and his No.1, P/O Henri de Bordas, had been on a "rhubarb" to Normandy during the afternoon. EN830 was hit by light flak and made a forced landing in a turnip field at Dielament Manor, Trinity, Jersey.
Sous Lt Scheidhauer was taken prisoner by the Germans and, like his aircraft, was transported to Germany. On March 24th, 1944 he and 80 other RAF officers escaped from Stalag Luft 3. He was captured along with his escape partner Sq. Ldr. Roger Bushell in Saarbrucken. The were both shot for their part in the "Great Escape" on 28th March 1944. His aircraft was captured virtually intact, and in good enough condition to be flown in November 1943, with black crosses in place of RAF roundels, to Rechlin for testing.
In early spring of 1941, another Spitfire had been tested here. A suggestion that it be tested with a Daimler-Benz engine to enable a more direct comparison with the Luftwaffes' Messerschmitt Bf.109 led to it being flown to the Daimler-Benz facility at Backnang, near Stuttgart, on April 24, 1941. There it was to receive a DB 601 engine. This work proved to difficult and the project was abandoned. That aircraft returned to Rechlin on September 9, 1942.
The acquisition of the second Spitfire, EN830, revived the idea. The Spitfire was sent to Echterdingen, south of Stuttgart, where Daimler-Benz operated a flight testing division. Flugkapitän Willy Ellenreider and his staff were responsible for testing to improve performance of other current aircraft, and a number of types served as flying test-beds. Among them were Ju.52s with a DB 605 engine in the centre position; He.111s, Hs.130s, Bf.109s and 110s, a Ju.87 and an Fi.167.
Spitfire EN830 was repainted to German standards, dark green above and pale blue below, with bright yellow tail control surfaces and large, black crosses. Radio code letters CJ+ZY were painted on each side, below and, unusually, above the wings; and the British serial transferred to the fin above the swastika.
The Spitfire reached Echterdingen minus guns and ammunition, with the gun ports closed. The radio had been replaced with ballast, but it still had its original Merlin 45 engine. Several flights were made by Daimler-Benz pilots before conversion was attempted. A decision was made to replace the intruments and the entire electrical system with standard German equipment, because the Luftwaffe used a 24 volt system, whilst the RAF used a 12 volt standard.
After the Merlin engine was removed, it was discovered that the Spitfire's front fuselage cross-section was very close to that of the standard Bf.110G's engine cowling. A new engine support was designed, and a standard DB 605A-1 engine (Wk-Nr 00701990) was mounted to the fire wall. The work was completed at the Sindelfingen Daimler-Benz factory, near Echterdingen.
A 3.0 m. diameter Bf.109G propellor was added, together with the carburettor scoop from a Bf.109G. This made the modified Spitfire's all-up weight, without armament, 6,020 lb. (2730 kg). The armament weight was an estimated additional 661 lb. (300 kg.). Its weight with armament, before the engine modification, had been 6,680 lb. (3030 kg.).
After a couple of weeks, and with a new yellow-painted nose, the Spitfire returne to Echterdingen. Ellenreider was the first to try the aircraft. He was stunned that the aircraft had much better visibility and handling on the ground than the Bf.109. It took off before he realised it and had an impressive climb rate, around 70 ft. (21 m.) per second. Much of the Spitfire's better handling could be attributed to its lower wing loading.
The Spitfire's wing area was about 54 sq. ft. (5m²) greater than that of the Bf.109. The Messerschmitt was faster at low altitude, but at 11,000 ft. (3350 m) the speeds evened out. The DB 605A engine gave better performance, according to the test group, than the Merlin, which was rated 150 hp below the German engine. It gave the Spitfire a ceiling of 41,666 ft. (12700 m.), about 3,280 ft. (1000 m.) more than a Bf.109G with the same engine and 5,166 ft. (1475 m.) more than that of a Spitfire Mk.V.
After a brief period at Rechlin confirming the performance data, the modified Spitfire returned to Echterdingen to serve officially as a test bed. It was popular with the pilots in and out of working hours. Its career ended on 14th August, 1944, when a formation of US bombers attacked Echterdingen, wrecking two Ju.52s, three Bf.109Gs, a Bf.109H V1, an FW.190 V16, an Me.410 and the Spitfire. The remains of the hybrid Spitfire were scrapped at the Klemm factory at Böblingen.
Particular thanks to Ian Le Sueur at en830@jerseymail.co.uk for his enlightening information on the crash and acquisition by the Germans of EN830. He is always interested to hear from people of similar interests, and was instrumental in the raising of a memorial to P/O (Sous Lt.) Scheidhauer.
Thanks also to Gaël Elégoët for allowing the use of his copyrighted colour art of EN830. Unfortunately, the author can no longer find his former web site, which he ran under his "nom de plume" of Willowood.
Een zeer toepasselijke naam: Nemeth Umbrellaplane.
Initial experiments by Nemeth with rotating wingforms go back to 1929. Designed by Nemeth and built by students at Miami University (OH) to test circular wing configuration. Repowered with 120hp Warner Scarab, later reworked as divided wing. Name has been seen spelled Nuneth.
Initial experiments by Nemeth with rotating wingforms go back to 1929. Designed by Nemeth and built by students at Miami University (OH) to test circular wing configuration. Repowered with 120hp Warner Scarab, later reworked as divided wing. Name has been seen spelled Nuneth.
Zal ik dan maar vast de volgende plaatsen?
Ik zal dus (als bootjesman
) moeten zoeken naar vliegtuigen.
Dat doe ik dus op plaatjes google en de 2e die ik vond is wel een mooie opgave voor jullie.
(Of dit echt gevlogen heeft weet ik niet )
Als dit volgens jullie niet heeft gevlogen dan maar de volgende:
Als deze al is geweest wil ik toch terug naar het plaatje ervoor.
Dit vliegtuig zou afgeleid zijn van een vliegtuig uit 1941.
Ik weet niet welk (staat er niet bij). Jullie misschien wel.
Wim
Ik zal dus (als bootjesman
) moeten zoeken naar vliegtuigen.Dat doe ik dus op plaatjes google en de 2e die ik vond is wel een mooie opgave voor jullie.
(Of dit echt gevlogen heeft weet ik niet
)
Als dit volgens jullie niet heeft gevlogen dan maar de volgende:
Als deze al is geweest wil ik toch terug naar het plaatje ervoor.
Dit vliegtuig zou afgeleid zijn van een vliegtuig uit 1941.
Ik weet niet welk (staat er niet bij). Jullie misschien wel.
Wim
An-225 "Mriya" ("Mriya" is Ukrainian word for "dream) is also capable to transport other oversized objects/cargo. It is not a military aircraft, but it could find many military uses, because of the ability to transport cargo that no other aircraft is capable to.
The plane had the first flight in early 1988 and entered service in 1989. It's first flight took 75 minutes. After the cancellation of the Buran space program, the only An-225 built was stored in spring 1994, and it's engines were used for An-124s. In 2001 the aircraft was made airworthy again, and made it's new first flight on May 7. There were rumors that the European Space Agency had plans to launch the unmanned British HoTOL (Horizontal Take-Off and Landing) from the An-225, though these rumors appear to be unfounded. Although, some possibilities for deployment have already been found. Plenty of customers are to be found in the USA. According to Bruce Bird, Director of the Charter Division of Air Foyle, parts of rocket launchers like the Delta and Atlas could be transported in the An-225. Lockheed's planned Venture Star could be transported on its back. Additionally the Mrija could serve as a launch platform for the X-34B. Furthermore big sections of aircraft could be transported in it. The complete assembled fuselage of a Boeing 737 can be fitted in the hold.
The An-225 first flew on 21 December, 1988. Only one An-225 was built.
Nieuwe opgave hier:
The plane had the first flight in early 1988 and entered service in 1989. It's first flight took 75 minutes. After the cancellation of the Buran space program, the only An-225 built was stored in spring 1994, and it's engines were used for An-124s. In 2001 the aircraft was made airworthy again, and made it's new first flight on May 7. There were rumors that the European Space Agency had plans to launch the unmanned British HoTOL (Horizontal Take-Off and Landing) from the An-225, though these rumors appear to be unfounded. Although, some possibilities for deployment have already been found. Plenty of customers are to be found in the USA. According to Bruce Bird, Director of the Charter Division of Air Foyle, parts of rocket launchers like the Delta and Atlas could be transported in the An-225. Lockheed's planned Venture Star could be transported on its back. Additionally the Mrija could serve as a launch platform for the X-34B. Furthermore big sections of aircraft could be transported in it. The complete assembled fuselage of a Boeing 737 can be fitted in the hold.
The An-225 first flew on 21 December, 1988. Only one An-225 was built.
Nieuwe opgave hier:
Ik zat te kijken en dacht eerst dat het de Lockheed P38 lightning was maar dan klopt er het één en ander niet. Dan maar even zoeken met de P38 als startpunt en dan heb je hem zo gevonden. Het is de lockheed XP-58 Chain Lightning.
Er is er maar één van gebouwd die de nodige proefvluchten heeft gemaakt maar het is nooit tot productie gekomen.
Als je meer wilt weten moet je maar even HIER kijken.
De nieuwe opgave wordt opgezocht.
Er is er maar één van gebouwd die de nodige proefvluchten heeft gemaakt maar het is nooit tot productie gekomen.
Als je meer wilt weten moet je maar even HIER kijken.
De nieuwe opgave wordt opgezocht.
Dit is de volgende opgave.
Het is een oerlelijk vliegtuig maar er zijn er de nodige van gebouwd en ze zijn ook echt gebruikt.
Het is een oerlelijk vliegtuig maar er zijn er de nodige van gebouwd en ze zijn ook echt gebruikt.
prop-er
Forum veteraan
Blackburn R.1 Blackburn
The Blackburn was an ugly carrier-borne Fleet spotter-reconnaissance biplane, accommodating a pilot in an open cockpit in front of the upper wing leading edge, a wireless operator/gunner and a navigator/observer. The latter crew members were provided with a cabin inside the deep fuselage and only needed to venture out into the open for observation or to use the rear-mounted Lewis machine-gun. Thirty production Blackburn Is, with 335kW Napier Lion IIB engines, were built. The type first entered service on board HMS Eagle in 1923. These were followed by 29 346kW Napier Lion-engined Blackburn IIs, entering service in 1926. All were replaced by Fairey IIIFs in 1931.
The Blackburn was an ugly carrier-borne Fleet spotter-reconnaissance biplane, accommodating a pilot in an open cockpit in front of the upper wing leading edge, a wireless operator/gunner and a navigator/observer. The latter crew members were provided with a cabin inside the deep fuselage and only needed to venture out into the open for observation or to use the rear-mounted Lewis machine-gun. Thirty production Blackburn Is, with 335kW Napier Lion IIB engines, were built. The type first entered service on board HMS Eagle in 1923. These were followed by 29 346kW Napier Lion-engined Blackburn IIs, entering service in 1926. All were replaced by Fairey IIIFs in 1931.
Dirk
Forum veteraan
Blackburn B-54 / B-88
The first prototype, two-seat B-54 with the Rolls-Royce Griffon 56 piston engine and counterrotating propellers flew on 20 September, 1949. The second prototype with a crew of three flew on 3 May 1950. The third prototype was a turboprop-powered B-88 flown on 19 July 1950.
No series production followed because the Fairey Gannet was selected.
The first prototype, two-seat B-54 with the Rolls-Royce Griffon 56 piston engine and counterrotating propellers flew on 20 September, 1949. The second prototype with a crew of three flew on 3 May 1950. The third prototype was a turboprop-powered B-88 flown on 19 July 1950.
No series production followed because the Fairey Gannet was selected.
T
Theo Coenen
Guest
T
Theo Coenen
Guest
klopt, ik zag het al maar toen was het te laat.
Dirk
Forum veteraan
Maar helemaal koud ben je niet, ik heb er één en heb er wel eens in Alphen mee gevlogen * (hij of zij?) is wel minder populair dan die "andere" (ietwt meer "stand-off"scale ....... een beetje gelijk met de "Demoiselle" qua populairiteit .....
*) na ruim 5 jaar vliegt hij nog steeds (Duitse degelijkheid ;-))......
*) na ruim 5 jaar vliegt hij nog steeds (Duitse degelijkheid ;-))......
prop-er
Forum veteraan
Hans Grade Monoplane
Hans Grade was an engineer and a german aviation-pioneer. On the 28th of October 1908 he successfully conducted the first motor-flight over german soil in a motorised aircraft of his own construction at Magdeburg.
A year later, on 30th October 1909 he won the 40.000 Reichsmark "Lanz-Preis der Lufte", as he was the first german to fly a flat "8" in a german aircraft with german engine around two pylons, standing at a distance of 1000 meters (no match for pilots from other nations at that time).
The small aircraft company, founded with this money, did not survived the Versaille-agreement of 1918. His extraordinary construction of driving a car with no use of a gear-box did not stand against the established constructions. In the early 30s he worked out some smaller constructions for bigger german aircraft companies. Hans Grade died in 1946 at the age of 67.
Hans Grade was an engineer and a german aviation-pioneer. On the 28th of October 1908 he successfully conducted the first motor-flight over german soil in a motorised aircraft of his own construction at Magdeburg.
A year later, on 30th October 1909 he won the 40.000 Reichsmark "Lanz-Preis der Lufte", as he was the first german to fly a flat "8" in a german aircraft with german engine around two pylons, standing at a distance of 1000 meters (no match for pilots from other nations at that time).
The small aircraft company, founded with this money, did not survived the Versaille-agreement of 1918. His extraordinary construction of driving a car with no use of a gear-box did not stand against the established constructions. In the early 30s he worked out some smaller constructions for bigger german aircraft companies. Hans Grade died in 1946 at the age of 67.
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