FORUMLEDEN met NOSTALGIE......"vreemde" kisten

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om dat gezeur over die prototype's maar uit de weg te gaan dan maar een andere model wat wel zeker te weten gevlogen heeft.

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Pjotrrr
zie deze quote..... :wink:


steffe zei:
frodo

inderdaad......enkel vreemde kisten die gevlogen hebben
het mag ook een kist zijn die maar 1 x gevlogen heeft...:wink: :wink:

of die maar voor de helft gevlogen heeft....zoals de vliegboot van Hughes...
die kist is maar 6 m boven het wateroppervlak gekomen....(wel gedurende een lange tijd...)

groeten
steffe
Klik om te vergroten...
 
Daar ging mijn 'gezeur' ook over, ik wilde alleen duidelijkheid scheppen...
 
Moeten ze ook van de planeet aarde komen :roll: ? Op de foto van Theo staat natuurlijk een vliegende schotel, die van Mars o.i.d. afkomstig is.......wat een gek ding 8O !
 
Kijk hier eens even ;
http://www.luft46.com/
Het laat zien hoe makkelijk /niet met de nodige ratio er aan de lopende band ontwerpstudie,s gemaakt werden door de Duitse ontwerpers , enkele hebben inderdaad gevlogen .
Dit is wat ik de Duitse ziekte noem , van de 1000 studie,s kwamen er slechts 2 in een produktie stadium ( zo kan je echt geen oorlog winnen ), gelukkig maar .
 
Nou, ik houd niet zo van wachten op de volgende opgave in dit draadje dus.....

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Curtiss model 24-B

The Curtiss XP-55 was one of three radical designs sponsored by the U. S. Army Air Corps just before America's entry into World War II. It failed to meet the requirements for an effective combat fighter aircraft but it did demonstrate exactly where future trends in fighter design should not go. The XP-55 grew out of the Air Corp's Request for Data R-40C, a document released late in 1939. R-40C sought to 'jump-start' designers into departing from accepted, low-risk, aircraft design practices, and encourage them to embrace radical new technology. Along with the new concepts came the increased risk of program failure for airplanes that were simply too far beyond the cutting-edge.

Three unorthodox concepts won the right to government funding. All mounted pusher engines but the similarities ended there. Vultee offered a twin-boom pusher called the XP-54 and Northrop championed a bobbed-tail, flying wing dubbed the XP-56 Black Bullet (see NASM collection). Curtiss-Wright designers stuck the main wing at the aft end of the fuselage, behind the engine, and just forward of the pusher propeller. A short wing, or canard, was mounted near the nose.

In the beginning, Pratt & Whitney proposed a unique liquid-cooled, 28-cylinder 'H'engine to power all three aircraft, saying the motor could be in production in 1942. This engine died on the test stand and the Air Corps substituted more conventional power plants.

On June 22, 1940, Curtiss received a contract for engineering data and a powered, wind tunnel model along with an option for a prototype. By November 2, Curtiss had completed a 1/4 scale powered model and designed two different sweptback wings, one with a conventional airfoil and the other with a new, low-drag, laminar flow airfoil. To control yaw, Curtiss mounted a small vertical fin and rudder on each wingtip. Exhaustive wind-tunnel tests that ran from November 1940 through January 1941 left the Air Corps unimpressed but still interested enough in the design to order further study of the laminar flow wing.

To prove the design was sound, Curtiss decided to spend its own money to build a manned flying test bed, the Model 24-B. From November 1941 to May 1942, the Curtiss 24-B logged 169 flights at Muroc Dry Lake, California. The tests appeared to indicate potential. On July 10, 1942, the Army issued a contract for three prototypes equipped with the Allison V-1710 engine, because the Pratt & Whitney H design had been cancelled.

The Curtiss factory in St. Louis, Missouri, completed the first prototype XP-55 in July 1943 and quickly moved to the flight test phase. The test schedule was progressing satisfactorily until November 15. During a stall test, the aircraft suddenly pitched forward in an outside loop until it stopped inverted, falling straight down. The engine had failed for lack of fuel so righting the stricken fighter with engine power alone was impossible. The Ascender and its helpless pilot fell 4,900 m (16,000 ft) before the pilot bailed out. The airplane dug a smoking hole in the ground. More wind tunnel tests followed and the results led to corrections that Curtiss included in the third prototype. The second prototype was already too far along in construction to incorporate any improvements.

The second Ascender flew for the first time on January 9, 1944, but not without major restrictions on in-flight maneuvering. The third prototype flew late in April. After much testing, it looked as though the deadly stall situation that doomed the first XP-55 was cured. Curtiss retrofitted the stall fixes into prototype number 2, and resumed testing it in September 1944. The Army Air Forces (AAF) carried out some armament testing with Ascender number 3 but the end was near for the whole project. Pilots feared the Ascender's vicious stall characteristics and it was just plain slow compared to most fighters already in production. The program ended after the third prototype crashed at Wright Field during an air show.

The National Air and Space Museum owns the second and last remaining prototype, AAF serial number 42-78846. The flight test career of this airplane ended on April 21, 1945. In May, the Army flew it to Warner Robins Field, Georgia, and it remained stored there until the service transferred it to Freeman Field, Indiana. Along with other aircraft destined for the National Air Museum (now NASM) the XP-55 arrived at Park Ridge, Illinois, in July 1946. It now resides at the Smithsonian's storage facility in Silver Hill, Maryland, the Paul Garber Facility, awaiting restoration.

Wingspan: Length: Height:Weight: Gross, 3,579 kg (7,929 lb)
 
Ik hoop dat niemand bezwaar heeft als ik vast verderga...
(beetje makkelijk misschien?)

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The Northrop N-9M was a one-third scale development aircraft for the Northrop B-35 flying wing bomber

Tja, deze was wel makkelijk..

 
Mooi is het toestel zeker, ook wat kleur betreft.

Oke, dan doe ik ook een makkelijke, deze is ook hier op het forum wel te vinden....

 
Keith Rider R1 ;)

R-1 1931 = 200hp Menasco B-6S/C-6S; span: 21'4" length: 19'0" v: 238. Metal construction. Racer San Francisco (p: Ray Moore) [R51Y]. Burned when the gas tank exploded on the ground in 1933. Salvage was sold to Roger Don Rae, who rebuilt it as 1934 Suzy (p: Roger Don Rae, Rudy Kling), it was a money-maker until it crashed on landing in 1936.




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