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

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met die hint kom ik bij deze van Bert Howland ;)
h3-pegasus_classicaero.jpg
 
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Yeeeep dat is em... :)

The H-3 is also a tube and fabric-covered sportplane with construction methods comparable to the H-2 biplane. However, instead of strut- and cable-bracing, the H-3 features a cantilevered wing with a design G-load of +5 to -3. It first flew with an engine of 28 horsepower, but normally is built with engines in the 40 to 50 horsepower range now. The clean configuration gives it a very impressive cruise speed compared to other very light aircraft. The design won first place awards in its category at the EAA Sun 'n Fun Fly-in at Lakeland, Florida in both 1989 and 1990.

H-3 Pegasus Specifications
Airframe
Wing Span 25 Feet
Fuselage Length 15 Feet
Empty Weight 305 to 345 lbs
Wing Area 110 Sq Ft

Power
Engine 28 to 55 HP
Propeller 60 to 64 inch, 2-blade

Performance
Stall Speed 30-41 mph
Cruise Speed 65-80 mph
Top Speed 80-95 mph
Gross Weight 555-595 lbs
Design Load @500 lbs gross wt +5, -3.5
Climb Rate 500 to 700 fpm
Take Off Distance 200 feet
Landing Run 250 feet
Fuel Capacity 5 to 7.5 gallons
 
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ik laat de volgende over aan jetpropdlx, hij is degene die hem uiteindelijk gevonden heeft ;)

=====> next!!! :D
 
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sorry

samuel speltdoorn zei:
ik laat de volgende over aan jetpropdlx, hij is degene die hem uiteindelijk gevonden heeft ;)

=====> next!!! :D
Klik om te vergroten...

Ik had hem inderdaad gevonden maar had er geen naam/type bij gezet omdat ik het niet kon opvolgen dus daarom liet ik de "EER " aan iemand anders
dus gewoon doorgaan is de boodschap. :xmas:
(met het plaatje van H H);)
 
Rockwell International XFV-12A
Rockwell International's XFV-12A was a supersonic fighter/attack "Thrust Augmenter Wing" concept. The design used a modified 30,000 lb thrust (in afterburner) Pratt & Whitney F401 engine (a larger Navy cousin of the F100 which was canceled before production). For vertical lift, a diverter valve in the engine exhaust system blocked the nozzle and directed the gases through ducts to ejector nozzles in the wings and canards for vertical lift. The thrust of the spanwise ejectors could be modulated by varying the diffuser angle: pitch and roll were controlled by differential variation of the four ejectors from fore to aft and left to right; yaw was controlled by differential ejector vectoring. An auxiliary engine inlet for use in vertical flight was located immediately behind the cockpit. The prototype aircraft used parts from the A-4 and F-4; the fuselage was 44 ft long with a 28.5 ft wingspan and a 12 ft canard span. Operational vertical take-off weight was expected to be 19,500 lb, with a maximum speed of over Mach 2 anticipated by Rockwell. Engine rig testing began testing in 1974, aircraft ground testing in July 1977, and suspended tether trials conducted in 1978. Only one of two contracted aircraft were completed in order to curtail increasing costs. Lab tests were interpreted to show that 55% augmentation could be anticipated, but differences from the lab models to the full scale system caused the actual augmentation to be onlu 19% for the wing and 6% for the canard. Lift improvement testing and plans to modify the ejector/augmentor system were discontinued in 1981 due to cost overruns and waning Navy V/STOL interest.
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http://www.vstol.org/wheel/VSTOLWheel/RockwellXFV-12A.htm
 
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