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Pjotrrr
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Aan bdoets de eer om de volgende te plaatsen!
FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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Volga 2
After the collapse of the Soviet Union, developing or maintaining big ekranoplans became impossible for the Russians and the design bureaus started focusing on smaller ekranoplans for non-military use. The CHDB had already developed the 8 seat Volga-2 in 1985, but other design bureaus and companies emerged that wanted to exploit the Russian lead in WIG technology. The most successfull of these is Technologies and Transport where the Amphistar was developed as a smaller and more modern derivative of the Volga-2, both are now in production.
After the collapse of the Soviet Union, developing or maintaining big ekranoplans became impossible for the Russians and the design bureaus started focusing on smaller ekranoplans for non-military use. The CHDB had already developed the 8 seat Volga-2 in 1985, but other design bureaus and companies emerged that wanted to exploit the Russian lead in WIG technology. The most successfull of these is Technologies and Transport where the Amphistar was developed as a smaller and more modern derivative of the Volga-2, both are now in production.
prop-er
Forum veteraan
History - The Story
The all-composite, joined-wing, ducted fan Ligeti Stratos was originally conceived in 1982 by Charles Ligeti, of North Balwyn, Victoria, Australia.
A self-taught aeronautical engineer with a background in mechanical and chemical engineering, Ligeti began developing and building his aircraft at his home workshop, assisted by his wife Helena.
The joined-wing layout was first demonstrated in a hang-glider which was entered in the "Bird Man Rally" – a mostly humorous spectacle which features the demonstration of human-powered flight by pilots leaping from a jetty into the sea while strapped to the most unlikely contraptions.
In 1983, a variety of free flight models and a radio-controlled quarter scale model were designed, built and tested. The design was refined to meet Ligeti's chief criteria; lightweight, with high performance and good glide characteristics and compact enough to be transported on a trailer in one piece.
The project was moved to a hangar at Essendon Airport, Victoria, and Charles hired several people to help produce the aircraft.
The first full-sized Stratos prototype was built between 1984 and 1985. Charles Ligeti made a 45 minute first flight on 25 April, 1985. He reported that the aircraft had exceeded his performance expectations.
The aircraft empty weight is a mere 172 lbs, light enough to qualify as an Ultralight in the United States, but unable to be operated in that category because of its demonstrated performance of over 124 kts maximum airspeed.
Ligeti Aero-Nautical Pty. Limited was established in that year and East West Airlines CEO Bryan Grey provided seed capital to the project.
In 1986, the Stratos was displayed at the EAA Fly-In at Oshkosh. It also made an appearance that year at the Seattle Air Fair and the Vancouver World Expo. The airplane received good press coverage, with television segments and print articles appearing in the ‘86 Flight International, May ‘87 Kitplanes and other magazines internationally.
During that time, Ligeti Aero-Nautical received about 200 orders for the Stratos. The standard kit was expected to sell for AU$11,599 (US$7,500) without engine.
A mold for the production version was completed in late 1986. A target was set to produce 20 aircraft in the spring of 1987. A two seat version was also planned.
During a short test flight of the new highly modified production version in September 1987 the airplane stalled during approach to landing and Charles Ligeti was killed. The flight had been conducted under Australian experimental flight rules which at that time limited fights to below 500 feet. The rule has since been changed.
The production team continued work but the venture halted after a few months.
The only remaining prototype aircraft is in the possession of the Ligeti family. Ron Ligeti reports that the aircraft is in excellent condition and airworthy, although he does not fly it to preclude its loss or damage.
Ron, an accomplished aeronautical engineer who currently works on advanced military fighter aircraft, is creating a second generation version of the aircraft. Working from original notes and reverse-engineering the prototype, he has created CAD drawings, dimension tables and production documentation.
The designs for the second generation will be released as Open Source through this web site, and development will continue and expand though a community of skilled collaborators, enthusiasts and individual builders who are interested in contributing to the fulfillment of Charles Ligeti’s original vision of a compact, super-efficient, high performance personal aircraft.
UPDATE: Got an email from another Australian. Michael Czajka, who was familiar with the Stratos. He had recently spoken to Ron Ligeti, who is Charles Ligeti's son. He advised that Ron now has his aeronautical qualifications and is working on a copy of the original Stratos, which by the way is still flying after nearly 20 years. It was his information that in developing a commercial production prototype, Mr. Ligeti had added a STRAKE in the propellor shroud. As the speed of the propellor is varied, the amount of lift over the STRAKE would vary and destabilize the aircraft. That seemed to be the cause of the crash.
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Pjotrrr
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Thunderbird X ???
Wat moeten we hier nu mee?
Leuk dat de Stratos voorbij kwam, mooi ontwerp, wel eens een depron werpzwevertje van gemaakt, zweeft perfect...
Wat moeten we hier nu mee?
Leuk dat de Stratos voorbij kwam, mooi ontwerp, wel eens een depron werpzwevertje van gemaakt, zweeft perfect...
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Pjotrrr
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Maf ja, inderdaad...
www.members.lycos.nl/alexanderburgers/ufo2.bmp
(waarschijnlijk te makkelijk, de naam en registratie staat er op
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(waarschijnlijk te makkelijk, de naam en registratie staat er op
)
prop-er
Forum veteraan
X-13 Vertijet
The Ryan X-13A-RY Vertijet, Ryan Model 69, was an experimental Vertical Take-Off and Landing aircraft flown in the United States in the 1950s. The main objective of the project was to demonstrate the ability of a pure jet to vertically takeoff, hover, transition to horizontal forward flight, and vertically land.
Development
Just after World War II, Ryan engineers wondered whether the Ryan/U.S. Navy FR-1 Fireball, which had a thrust-to-weight ratio of 1 at low fuel quantities, would take off vertically. The Navy's Bureau of Aeronautics in 1947 awarded Ryan a contract to investigate the development of a vertically-launched jet fighter. This was part of a program to evaluate the feasibility of submarine-based aircraft. Ryan conducted remote controlled VTOL tethered rig tests from 1947 to 1950 and a flying rig in 1951. Ryan was awarded an Air Force contract in 1953 to develop an actual flying jet-powered VTOL aircraft, which was given the designation X-13. Two prototypes were built.
The Ryan X-13 Vertijet was 23 ft 5 in (7.14 m) long. It was just large enough to accommodate the single place cockpit (with a tilted seat) and the 10,000 lbf (45 kN) thrust Rolls-Royce Avon turbojet. The high mounted delta wing of the aircraft had a wingspan of only 21 ft (6.4 m) and was capped with flat endplates. The nose of the aircraft had a hook on the underside and a short pole for gauguing distance from the trailer. The hook was used to hang the Vertijet from the vertical trailer bed landing platform. After the aircraft was secured vertically, the trailer was lowered to horizontal and then used to transport the aircraft on the ground. Pitch and yaw control in hover were provided by vectored engine thrust. Roll control was provided by "puffer" jets mounted outboard of the wingtip endplates. The first prototype (#54-1619) was fitted with temporary landing gear and made its first horizontal flight on December 10, 1955. Later, it made full horizontal to vertical attitude conversions and back again at altitude. The first prototype then had the landing gear replaced with a tail mounted framework that held it in a vertical attitude on the ground. Using this rig, hooking practice was conducted. The second prototype (#54-1620), on April 11, 1957, made a vertical take-off from the vertically raised trailer, transitioned to horizontal flight and back again. It then returned to the vertical trailer and landed by hooking the landing wire.
On July 28-July 29, 1957, the X-13 was demonstrated in Washington, D.C. It crossed the Potomac River and landed at the Pentagon.
The Air Force chose not to continue development of the Ryan X-13 Vertijet because of the lack of an operational requirement.
Operational history
The X-13 was designed to investigate vertical takeoff, horizontal flight transition, and return to vertical flight for landing. The first prototype of it X-13 was equipped with temporary tricycle landing gear. The X-13 was flown conventionally on December 10, 1955 to test its aerodynamic characteristics. The Vertijet was then fitted with a temporary "tail sitting" rig. On May 28, 1956, it was flown from the ground in a vertical position to test its hovering qualities. The X-13 VertiJet completed its first full-cycle flight at Edwards AFB, California on April 11, 1957, when it took off vertically from its mobile trailer, angled over into a horizontal attitude, and flew for several minutes. The X-13 then transitioned to vertical flight and slowly descended back onto its trailer and landed.
The two X-13 aircraft are now on display at aviation museums. The Vertijet which made the full-cycle flight on April 11, 1957 (#54-1620), was transferred to the National Museum of the United States Air Force, Dayton, Ohio in 1959. Prototype #54-1619 is on display at the San Diego Air and Space Museum.
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Velocity 173 FG
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