FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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Je weet zeker, dat dit één vliegtuig is en niet een grapje van een fotograaf of misschien zelfs twee vliegtuigen, die samen een derde proberen te maken?
Rare jongens hoor, die Amerikanen. Als de piloten niet tevreden zijn over het uitzicht ga je maar een beetje knippen en plakken. Ik ben eigenlijk nog het meest benieuwd wat de reden is geweest van dit kunst-en-vliegwerk.
Rare jongens hoor, die Amerikanen. Als de piloten niet tevreden zijn over het uitzicht ga je maar een beetje knippen en plakken. Ik ben eigenlijk nog het meest benieuwd wat de reden is geweest van dit kunst-en-vliegwerk.
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Phoenix
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wellicht een flying testbed?
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Pjotrrr
Guest
Modified Convair 580: The U.S. Air Force NC-131 Total In-Flight Simulator (TIFS) Aircraft
Used in in-flight simulation conducted in USFA/CAL TIFS. The plane was used as a simulator for test pilots. The original was developed by Convair, while Cornell Laboratory added modifications to the wings and nose make flight more effective. The original version was a 440, which was later modified to a 580 with two turbo props for engines. .
Cornell Aeronautical Laboratory was located in Buffalo, NY, and developed originally by the Curtiss-Wright Corporation for flight simulation. Cornell Aeronautical Laboratory was later renamed Calspan. Use of different variations in Cornell simulators led to the development of several planes throughout the years: 1971-1974: B-4 1972, 1978, 1985: Shuttle 1973: Concorde 1975: RPV Autoland 1983: NASA research 1984: X-29 1985: Protective drugs 1986-1989: B-2 1989: YF-23 1991: N250 Commuter (Indonesia) 1993: MD-12 1994: C-141 Cockpit upgrade 1992, 1993, 1994: Large aircraft flying qualities
http://www.calspan.com/variable.htm#TIFS
Used in in-flight simulation conducted in USFA/CAL TIFS. The plane was used as a simulator for test pilots. The original was developed by Convair, while Cornell Laboratory added modifications to the wings and nose make flight more effective. The original version was a 440, which was later modified to a 580 with two turbo props for engines. .
Cornell Aeronautical Laboratory was located in Buffalo, NY, and developed originally by the Curtiss-Wright Corporation for flight simulation. Cornell Aeronautical Laboratory was later renamed Calspan. Use of different variations in Cornell simulators led to the development of several planes throughout the years: 1971-1974: B-4 1972, 1978, 1985: Shuttle 1973: Concorde 1975: RPV Autoland 1983: NASA research 1984: X-29 1985: Protective drugs 1986-1989: B-2 1989: YF-23 1991: N250 Commuter (Indonesia) 1993: MD-12 1994: C-141 Cockpit upgrade 1992, 1993, 1994: Large aircraft flying qualities
http://www.calspan.com/variable.htm#TIFS
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Pjotrrr
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NEXT 
prop-er
Forum veteraan
XB-43 Jetmaster
Type: Bomber
Manufacturer: Douglas Aircraft Company
Maiden flight: 1946-05-17
Number built: 2
The Douglas XB-43 was a jet powered development of the XB-42, replacing the piston engines of the XB-42 with two General Electric J35 engines of 4,000 pounds-force (17.8 kN) thrust each. Despite being the first American jet bomber to fly, it suffered stability issues and the two prototypes spent several years testing engines.
The first prototype took flight on May 17, 1946 at Muroc Army Air Base. Douglas delivered the second prototype, designated YB-43, in April 1948. That aircract was nicknamed Versatile II and flew until it was turned over to the Smithsonian Institution in 1954. It now rests in the Smithsonian's Paul Garber Facility in Suitland, Maryland.
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Pjotrrr
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Yup...
The Douglas XB-43 was the first American jet bomber. It was a development of the XB-42 Mixmaster twin-engined bomber, with turbojet engines replacing the twin inline Allison piston engines.
The XB-43 had its origin back in October of 1943, when first consideration was given to fitting turbojets to the XB-42. Preliminary studies indicated that the scheme was practical, and on March 31, 1944 Douglas received a change order to the original XB-42 contract which called for the production of two jet-powered versions under the designation XB-43. The USAAF wanted the XB-43 to have a gross weight of 40,000 pounds.
Two General Electric TG-180 (later redesignated J35-GE-3) axial-flow turbojets were mounted in the forward fuselage bays that were previously occupied by the Allison piston engines of the XB-42. Flush intakes were incorporated in the upper fuselage sides immediately behind the two-seat pressurized cockpit. The hot gases from the engines were exhausted via long tail pipes which extended all the way down the fuselage to side-by-side openings in the tail. Since there was no longer any rear propeller which had to be protected against hitting the ground, the lower ventral fin of the XB-42 could be omitted. This omission required that the upper vertical fin be increased in area to provide adequate lateral control.
Assuming tests on the prototypes to be satisfactory, plans were made for an initial production order of 50 B-43s for the USAAF, while Douglas subitting a proposal for an eventual production rate of as many as 200 per month. The production B-43 would have had a conventional canopy in place of the two small bug-eye canopies of the XB-42. Two versions were planned--a bomber version with a transparent nose and a maximum bombload of 6000 pounds and an attack version with 16 forward-firing 0.50-inch machine guns with an unglazed nose and an armament of 35 5-inch rockets. Both versions were to be fitted with a remotely-controlled, radar-directed tail turret with two 0.50-inch machine guns.
The end of the war resulted in a slowdown in the B-43 program, since a jet bomber was no longer urgently needed. In addition, late delivery of the turbojets resulted in a delay of several additional months. During a engine run-up test at Clover Field in October of 1945, the starboard engine shed some of its first-stage compressor blades, causing an instantaneous separation of all blades and damaging the engine casing and fuselage skin. The repairs that were required delayed the first flight by another seven months.
The first XB-43 (44-61508) finally took off on its maiden flight on May 17, 1946, with test pilot Bob Brush and engineer Russell Thaw in the cockpit. Performance was generally satisfactory, but the aircraft was somewhat underpowered. During flight trials, the Plexiglas nose cracked due to temperature changes, and had to be replaced by a plywood cone.
However, by the time of the XB-43's first flight, the USAAF had already decided against ordering the B-43 into production. USAAF thinking now favored a four-engined rather than a twin-engined configuration for its future jet bombers, and had already decided to order the North American B-45 Tornado into production. The XB-43 program would still continue, but it would now be relegated to the status of a flying testbed.
The second aircraft (44-61509) was fitted with a single canopy and was delivered to Muroc in May of 1947. It was used there as an engine testbed. For this purpose, one of its J35s was replaced by a General Electric J47. This plane was kept flying by cannibalizing the first XB-43, which had been damaged in an accident on February 1, 1951. In late 1953, the second XB-43 was finally retired. The plane is now owned by the National Air and Space Museum. I presume that it is sitting in one of the hangars of the Paul Garber restoration facility at Suitland, Maryland. Has anyone seen it?
The Douglas XB-43 was the first American jet bomber. It was a development of the XB-42 Mixmaster twin-engined bomber, with turbojet engines replacing the twin inline Allison piston engines.
The XB-43 had its origin back in October of 1943, when first consideration was given to fitting turbojets to the XB-42. Preliminary studies indicated that the scheme was practical, and on March 31, 1944 Douglas received a change order to the original XB-42 contract which called for the production of two jet-powered versions under the designation XB-43. The USAAF wanted the XB-43 to have a gross weight of 40,000 pounds.
Two General Electric TG-180 (later redesignated J35-GE-3) axial-flow turbojets were mounted in the forward fuselage bays that were previously occupied by the Allison piston engines of the XB-42. Flush intakes were incorporated in the upper fuselage sides immediately behind the two-seat pressurized cockpit. The hot gases from the engines were exhausted via long tail pipes which extended all the way down the fuselage to side-by-side openings in the tail. Since there was no longer any rear propeller which had to be protected against hitting the ground, the lower ventral fin of the XB-42 could be omitted. This omission required that the upper vertical fin be increased in area to provide adequate lateral control.
Assuming tests on the prototypes to be satisfactory, plans were made for an initial production order of 50 B-43s for the USAAF, while Douglas subitting a proposal for an eventual production rate of as many as 200 per month. The production B-43 would have had a conventional canopy in place of the two small bug-eye canopies of the XB-42. Two versions were planned--a bomber version with a transparent nose and a maximum bombload of 6000 pounds and an attack version with 16 forward-firing 0.50-inch machine guns with an unglazed nose and an armament of 35 5-inch rockets. Both versions were to be fitted with a remotely-controlled, radar-directed tail turret with two 0.50-inch machine guns.
The end of the war resulted in a slowdown in the B-43 program, since a jet bomber was no longer urgently needed. In addition, late delivery of the turbojets resulted in a delay of several additional months. During a engine run-up test at Clover Field in October of 1945, the starboard engine shed some of its first-stage compressor blades, causing an instantaneous separation of all blades and damaging the engine casing and fuselage skin. The repairs that were required delayed the first flight by another seven months.
The first XB-43 (44-61508) finally took off on its maiden flight on May 17, 1946, with test pilot Bob Brush and engineer Russell Thaw in the cockpit. Performance was generally satisfactory, but the aircraft was somewhat underpowered. During flight trials, the Plexiglas nose cracked due to temperature changes, and had to be replaced by a plywood cone.
However, by the time of the XB-43's first flight, the USAAF had already decided against ordering the B-43 into production. USAAF thinking now favored a four-engined rather than a twin-engined configuration for its future jet bombers, and had already decided to order the North American B-45 Tornado into production. The XB-43 program would still continue, but it would now be relegated to the status of a flying testbed.
The second aircraft (44-61509) was fitted with a single canopy and was delivered to Muroc in May of 1947. It was used there as an engine testbed. For this purpose, one of its J35s was replaced by a General Electric J47. This plane was kept flying by cannibalizing the first XB-43, which had been damaged in an accident on February 1, 1951. In late 1953, the second XB-43 was finally retired. The plane is now owned by the National Air and Space Museum. I presume that it is sitting in one of the hangars of the Paul Garber restoration facility at Suitland, Maryland. Has anyone seen it?
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Pjotrrr
Guest
Lockheed CL-475
1st successful hingeless rotor helicopter
http://www.nasm.si.edu/research/aero/aircraft/lockheed_cl475.htm
1st successful hingeless rotor helicopter
http://www.nasm.si.edu/research/aero/aircraft/lockheed_cl475.htm
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Pjotrrr
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Pjotrrr
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Een kleine aanwijzing:
Samolyot 5
Biesnovat was assigned the project to develop an all-Soviet equivalent to the 346 supersonic rocketplane being developed by the German Roessing team in OKB-2. Like the 346, the 5 was a swept-wing aircraft, but about 2/3 the size. First glide flight by A K Pakhomov, dropped from a Pe-8, came on 14 July 1948. The first 5-1 aircraft was destroyed on its third flight 5 September 1948. The 5-2 second aircraft, with rocket engine installed, made its first flight on 26 January 1949. After five unpowered flights, the program was cancelled in June 1949. By that time better-funded turbojet-powered fighter prototypes were already achieving the 1200 km/hr top speed of the 5. Biesnovat and Isayev would elaborate the design in unmanned form into the supersonic R-1 air-to-surface missile.
Crew Size: 1.00. Length: 9.92 m (32.54 ft). Span: 6.60 m (21.60 ft). Mass: 3,400 kg (7,400 lb). Main Engine: RD-2M3BF. Main Engine Thrust: 19.600 kN (4,406 lbf). Main Engine Propellants: Nitric Acid/Kerosene. Main Engine Propellants: 1,500 kg (3,300 lb).
Biesnovat was assigned the project to develop an all-Soviet equivalent to the 346 supersonic rocketplane being developed by the German Roessing team in OKB-2. Like the 346, the 5 was a swept-wing aircraft, but about 2/3 the size. First glide flight by A K Pakhomov, dropped from a Pe-8, came on 14 July 1948. The first 5-1 aircraft was destroyed on its third flight 5 September 1948. The 5-2 second aircraft, with rocket engine installed, made its first flight on 26 January 1949. After five unpowered flights, the program was cancelled in June 1949. By that time better-funded turbojet-powered fighter prototypes were already achieving the 1200 km/hr top speed of the 5. Biesnovat and Isayev would elaborate the design in unmanned form into the supersonic R-1 air-to-surface missile.
Crew Size: 1.00. Length: 9.92 m (32.54 ft). Span: 6.60 m (21.60 ft). Mass: 3,400 kg (7,400 lb). Main Engine: RD-2M3BF. Main Engine Thrust: 19.600 kN (4,406 lbf). Main Engine Propellants: Nitric Acid/Kerosene. Main Engine Propellants: 1,500 kg (3,300 lb).
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Pjotrrr
Guest
Goed genoeg, het is de Bisnovat 'Samolyot' 5
Russische tegenhanger van de Amerikaanse X-1 etc....
Volgende!
Russische tegenhanger van de Amerikaanse X-1 etc....
Volgende!
en speciaal voor wimg heb ik dit draadje aangemaakt
kollega's van de bootjes en schepen.....veel sucses
steffe
http://www.modelbouwforum.nl/phpBB2/viewtopic.php?t=48567
ntopic: citrorob
das wel een oudje zeg 8O 8O 8O 8O
waarschijnlijk ten tijde van Bleriot??
steffe
steffe zei:
en speciaal voor wimg heb ik dit draadje aangemaakt
kollega's van de bootjes en schepen.....veel sucses
steffe
http://www.modelbouwforum.nl/phpBB2/viewtopic.php?t=48567
citrorob
das wel een oudje zeg 8O 8O 8O 8O
waarschijnlijk ten tijde van Bleriot??
steffe
Gelijk dan maar een hint.
Ze is ouder dan de Blériot XI-3 en jonger dan de Blériot XI-2 en het is zelf geen Blériot. :wink:
Ik zal ook eens kijken of ik een boot / schip kan raden.
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