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

Status
Niet open voor verdere reacties.
VL Viima I & II
Viima I and II were two-seat mixed structured bi-plane primary trainer aircraft with fixed undercarriage. The type was developed to replace Smolik primary trainers. Prototype of the aircraft was ordered on 7 Feb, 1935 and the first flight was performed on 11 Jan, 1936. The second prototype flew for the first time on 12 Oct, 1937. The ministry of Defense ordered 20 Viima IIs on 27 June, 1938. They were ready in July-Dec, 1939. 2 additional Viimas were donated to Air Force and one was bought by the Air Force in 1953.
Jan, 1936 - Sep, 1962

VI-11.
Numbers: Prototypes: VI-1 (Viima I) & VI-2 (Viima II)
II: VI-3...-23
IIB: VI-40 (=24)
VI-2 was sold and registered as OH-VIB on 2 July, 1960. It was cleared from the register as scrapped on 2 Dec, 1968.

VI-3 was sold and registered as OH-VIG on 20 Aug, 1963. It was cleared from the register on 9 Apr, 1970, sold to UK and registered as G-BAAY. Later it was sold to Belgium and registered as OO-EBL.

OO-EBL painted to the camo of the Viimas used as liaison aircraft during the Continuation War. Photo: Peter Strackx, International oldtimer fly-In, Belgium.

Destroyed VI-4 and VI-14 were used as Veljekset Karhumäki Oy built OH-VKS (type IIB), registered on 26 Sep, 1951. It was sold and re-registered as OH-VIA on 20 Jan, 1960. It was cleared from the register as scrapped on 14 July, 1964.

VI-5 was sold and registered as OH-ILM on 15 Aug, 1939. It was impressed between 14 Oct 1939 and 26 Sep 1941. It crashed in Jämi on 13 Aug 1945. The wreck was taken to Veljekset Karhumäki Oy who re-built the aircraft and registered it as OH-VKJ on 7 Jan, 1948. It was re-engined in 1951 (type IIB) and sold to Air Force that registered it as VI-40.

VI-12 was sold and registered as OH-VIH on 28 June, 1965. It was cleared from the register as withdrawn from use on 3 Dec, 1974.

VI-13 was sold and registered as OH-VIC on 7 July, 1960. It was cleared from the register as scrapped on 4 Dec, 1967.

VI-15 was sold and registered as OH-VIE on 26 Oct, 1960. It was cleared from the register as scrapped on 5 Feb, 1969, but is currently under restoration at Finnish Aviation Museum.

VI-16 was sold and registered as OH-VIJ on 27 July, 1964. It crashed in Kuortane already on 19 March, 1966 and was cleared from the register.

OH-VIJ in early 1960's in Kauhava after a minor taxiing accident. Photo: Pentti Salo's archive.

VI-17 was sold and registered as OH-VIF on 17 May, 1961. It was cleared from the register as scrapped on 12 May, 1969. The aircraft is under restoration.

VI-21 was sold and registered as OH-VII on 24 June, 1963. It was cleared from the register on 23 Feb, 1989 and placed on display at Finnish Aviation Museum.

VI-23 (ex-OH-ILN) was sold and registered as OH-VID on 18 July, 1960. It was cleared from the register as scrapped on 8 Apr, 1970.

Average/Maximum total flight time: 3373 h / 5571 h 15 min
Armament:
Engine/Propeller: I and II: Siemens Halske Sh 14 A4 7-cylinder, air-cooled star-engine/wooden propeller
IIB: Blackburn Cirrus Major III, reversed, 4-cylinder, air-cooled in-line engine
Power: Halske: 150 hp
Cirrus: 155 hp
Max speed: VI-1: 177.5 kph
II: 186 kph
IIB: 215 kph
Climb/Ceiling: VI-1: 3,000 m - 34 min
2,000 m - 15 min/3,700 m
Range: VI-1: 665 km (4 h 18 min)
776 km (5 h 57 min)
Wing span/area: VI-1: /27.6 sq. m
9.2 m/20 sq. m
Length/Height: 7.35 m/2.73 m
Empty/Max weight: VI-1: c. 600 kg/980 kg
551 kg/875 kg


vi3ooeblvm1.jpg
 
Ik heb echt geen flauw idee Raffie. Heb op alles gezocht.

Small jet" "50's" "canadian" "museum" "tail dragger" "catalina" "pby" in alle mogelijke combinaties. Niets gevonden.

Nog een hint?
 
Raffie,

een voorloper van de X15?
(maar dan een Engels prototype?)

en voor iedereen.......
beste wensen voor 2007
steffe
 
prop-er zei:
Ik heb echt geen flauw idee Raffie. Heb op alles gezocht.

Small jet" "50's" "canadian" "museum" "tail dragger" "catalina" "pby" in alle mogelijke combinaties. Niets gevonden.

Nog een hint?
Klik om te vergroten...

Tssss.... Canadian is so wrong.... think opposite... down under matie... 8)
 
GAF Pika A93-2

Built as a manned version of the Jindivik pilotless aircraft, the GAF Pika first flew in October 1950 from the Woomera airfield. Known initially as Project 'C', two Pikas were built, and logged over one hundred flying hours in testing. To date the only Australian designed and built manned jet aircraft, this aircraft, A93-2 is the sole survivor of its type, and ended its flying career in June 1954.

The Pika was powered by a single Armstrong Siddeley Adder turbojet, and had a maximum speed of over 755 km/h. Differing from the Jindivik in its engine intakes, undercarriage and cockpit, the addition of the pilot reduced the fuel load available for the aircraft, reducing its endurance to around 30 minutes. In addition, the aircraft could be both flown by the pilot or a ground station, as per the Jindivik, and provided excellent training for operators of the Jindivik with the added safety net of a pilot in the cockpit. Although the Pika suffered several minor accidents, the trials were a success, and among other results, proved that the Jindivik design did not require a rudder, saving cost and weight.

A93-2, otherwise known as aircraft C-2, was received at the RAAF's Aircraft Research and Development Unit at Woomera, South Australia in October 1951, and flew during the Jindivik test program. In August 1955, the aircraft was issued to the Weapons Research Establishment after conclusion of flight testing. Transported to RAAF Base Edinburgh in South Australia, A93-2 made its way to Point Cook for the RAAF Museum in the late 1970s.

P180-Pika.jpg
 
Hé, die ken ik. Dat is de Sipa S200 een Frans kistje uit de vijftiger jaren.
s200a.jpg

Er zijn er slechts een handje vol van gemaakt omdat de prestaties nogal tegen vielen.
Lang geleden heb ik ooit eens een modelletje van dit vliegtuigje gebouwd van balsa en papier :!: Het was een vrijevlucht model met een zogehete "Rubber motor". De tekening moet ik nog ergens hebben liggen.
Nu nog een goede foto vinden van het volgende model dat ik in gedachte heb. Even geduld a.u.b.
P.S. Het was geen gezicht met die prop op de neus :roll:
 
Het blijkt dus heel lastig om een foto te vinden die hier bruikbaar is. Als ik een foto zou plaatsen waar het 1:1 vliegtuig op staat dan staat er nog meer info op/bij waardoor ik bijna het type al verklap. Daarom plaats ik nu een foto van een schaalmodel van dit vliegtuig. Dit is overigens een vliegtuig waar ik al een bouwpakket van heb klaar liggen. Ik ga het dus werkelijk bouwen.

En ja, ik hou van dit soort modellen, vliegtuigen van de eerste 30 á 40 jaren van de luchtvaart.
 
USAF-Verville-Sperry.jpg


Sperry M1

The Sperry Messenger was produced between 1920 and 1926, and is the smallest manned aircraft ever used by the United States Army. Considered the aerial equivalent of the motorcycle, the Messenger was able to land in small clearings as well as in forward areas to deliver and pick up messages from field commanders. Its structural simplicity, minimal cost ($4,000 per airplane), dependability, and low maintenance made the Messenger a very practical airplane for its mission.

In 1919 General William Mitchell requested Alfred Verville, chief engineer of the United States Army Air Service, Engineering Division, based at McCook Field, Dayton, Ohio, to design a small, light-weight airplane. Mitchell requested the design of such an aircraft in the belief that a "motorcycle of the air" could serve as a liaison between field units. Verville's design was completed in early 1920, and on April 14 the Lawrence Sperry Aircraft Company of Long Island, New York, was contracted to build five Messengers, with the possibility of more.

When first ordered the airplane it was simply called the Messenger and was not given a formal designation number. It became known as the Sperry Messenger after reporters watching its first flight tests named it that in honor of its builder, Sperry. In 1924 the Army designation system was revised and the Sperry Messenger was given the official designation M-1, M-1A, or MAT, depending on the configuration. Even though an order was issued to stop the usage of the original name, it stuck and was typically referred to as the Sperry M-1 Messenger. The airplane was powered by a 60-horsepower, three-cylinder, air-cooled Lawrence L-4 radial engine.

The simplicity of the Messenger allowed for easy modifications and testing. Eight of the first twelve were built as radio controlled aerial torpedoes, hence the designation MAT (Messenger Aerial Torpedo). One Messenger was used to test four sets of wings with different airfoils. The Messenger also became the first aircraft to successfully unhook and subsequently hook-on to an airship while in flight. Hand-operated mechanical starters were developed so that the airplane could be started while attached to an airship and then unhook. The Messenger was also modified to jettison its landing gear so that it could land on sprung skids. In addition, skis were developed to replace wheels for takeoff and landing on snow.

Lawrence Sperry gained attention when he landed his personal Messenger airplane in front of the Capitol building in Washington D.C. He also successfully landed his little Messenger in front of the Jefferson Memorial.

The Sperry M-1 Messenger in the collection of the National Air and Space Museum was donated by famed World War I American ace Edward V. Rickenbacker in September 1957. He was president of Eastern Airlines at the time. It was subsequently loaned, in the summer of 1968, to the United States Air Force Museum at Wright-Patterson AFB in Dayton, Ohio. When the Messenger was acquired, it had been modified for two cockpits. However, in the early 1970s the USAF Museum restored the aircraft to its original single-seat configuration, colors, and markings of 1922. They also re-fitted the airship skyhook.
 
Sorry prop maar ik ben even uitgekakt. Hij komt me bekend voor maar de paar types die ik in gedachte had zijn het niet.
Het is een oudje en ruimschoots subsonisch, jaren vijftig, misschien zestig. Ik heb nog wel even nodig denk ik.
Chips, Dirk heeft hem al. En ik zat dus aan de verkeerde kant van de plas te denken.
 
Status
Niet open voor verdere reacties.
Back
Top