FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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ron van sommeren
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Fijne reactie Mike 
Nu begrijp ik er helemaal niets meer van.
Nu begrijp ik er helemaal niets meer van.
Tsja, wat Mike bedoelt/bezielt dat snap ik ook niet goed - wat last van de woestijnzon misschien? Als ik het allemaal nog een beetje volg, dan is het de beurt aan Hotliner Henry om een nieuwe foto te vinden van een bizar vliegend tuig, en daar gaat het maar om.
MikeV4: beterschap gewenst!
MikeV4: beterschap gewenst!
volgende
De volgende opgave dan maar:
De volgende opgave dan maar:
The EWR VJ 101 was an experimental German jet fighter VTOL aircraft. VJ stood for "Vertikal Jäger", (German "Vertical Fighter").[1] It was to be the basis for a successor to the F-104G Starfighter, but was cancelled in 1968 after a five-year test program. The VJ 101 was one of the first V/STOL designs to have the potential for eventual Mach 2 flight.
@ Mike
dat is 'm, aan jou om de volgende te plaatsen
dat is 'm, aan jou om de volgende te plaatsen
prop-er
Forum veteraan
Armstrong Whitworth AW 650
Speciaal voor Stef:
Coventry's Armstrong Whitworth developed the AW650 to meet Air Ministry specifications for a medium range freighter capable of lifting 25,000 lb. After some research with civil operators, Armstron Whitworth designed their aircraft as a front and rear loader. Wings and engines were taken from established designs, four Dart turboprop engines from the Vickers Viscount mounted on wings from the Avro Shackleton.
The Shackleton wing design was a controvertial descision forced on the designers to save time and development costs. While it may have been the short term solution, its old fashioned design added weight and drag and hindered the resulting product.
The design featured a high set wing with a twin boom tail extending from the inner engine nacelles, allowing freight loading through a hinged rear fuselage door. The nose section was also hinged and the flightdeck positioned above the cargo deck to give huge loading access right through the fuselage. The high wing meant that the deck of the fuselage could be at the same level as the standard loading equipment of the time.
The first of the now named Argosy G-AOZZ made its maiden flight in January 1959, with the first of 10 orders being delivered to U.S. airline Riddle (7) and also BEA (3) in 1960. BEA decided to order an upgraded model which then became the 200 series (the earlier being designated as the 100 series). This had more powerful engines and a modified wing structure. BEA took delivery of six 200's to expand the fleet and replace their earlier 100 series models. The 200 series served BEA's European freight routes until the late 60's when they were replaced my the Merchantman development of the Vickers Vanguard airliner.
The RAF again supported the British aircraft industry by specifying its own version of the Argosy. The AW660 was more powerful again than the 200 and featured a redesigned rear fuselage that contained an inbuilt loading ramp inside two 'clam shell' type doors. The nose section of the 660 was not hinged as the RAF did not require access through the front.
The RAF started taking delivery of 56 AW660's in 1962. Affectionately known as the 'Whistling Wheelbarrow' or alternatively the 'Whistling Tit' (you work it out) they gave good service for many years, finally being phased out in 1978, although most went during cutbacks in 1975. Even though the airframes were capable of more service, the RAF machines were not made to meet the requirements needed for airline service in most countries and as such only a few were sold to other operators. One of these, Duncan in Alaska was the last operator of the type, retiring the final two aircraft in 1991.
In total the Argosy production run was 73 aircraft.
Although a sound and reliable aircraft, in the end the Argosy could not compete on the same level as other aircraft in the same freight arena. The jet age made a number of long range propeller driven aircraft surplus to requirement long before their time and many of these were successfully converted to freighters offering longer range and higher payloads. And in the military arena the massively successful Lockheed Hercules left the Argosy way behind.
The original 100 series made a number of appearances for different North American airlines over the years including Capitol, Zantop, Nittler and Universal.
The 200 series also serving in Canada and Australasia, with Australia's IPEC and New Zealand's Safe Air up until 1990.
No Argosy remains in flying condition, but a number have been preserved.
Speciaal voor Stef:
Coventry's Armstrong Whitworth developed the AW650 to meet Air Ministry specifications for a medium range freighter capable of lifting 25,000 lb. After some research with civil operators, Armstron Whitworth designed their aircraft as a front and rear loader. Wings and engines were taken from established designs, four Dart turboprop engines from the Vickers Viscount mounted on wings from the Avro Shackleton.
The Shackleton wing design was a controvertial descision forced on the designers to save time and development costs. While it may have been the short term solution, its old fashioned design added weight and drag and hindered the resulting product.
The first of the now named Argosy G-AOZZ made its maiden flight in January 1959, with the first of 10 orders being delivered to U.S. airline Riddle (7) and also BEA (3) in 1960. BEA decided to order an upgraded model which then became the 200 series (the earlier being designated as the 100 series). This had more powerful engines and a modified wing structure. BEA took delivery of six 200's to expand the fleet and replace their earlier 100 series models. The 200 series served BEA's European freight routes until the late 60's when they were replaced my the Merchantman development of the Vickers Vanguard airliner.
The RAF again supported the British aircraft industry by specifying its own version of the Argosy. The AW660 was more powerful again than the 200 and featured a redesigned rear fuselage that contained an inbuilt loading ramp inside two 'clam shell' type doors. The nose section of the 660 was not hinged as the RAF did not require access through the front.
The RAF started taking delivery of 56 AW660's in 1962. Affectionately known as the 'Whistling Wheelbarrow' or alternatively the 'Whistling Tit' (you work it out) they gave good service for many years, finally being phased out in 1978, although most went during cutbacks in 1975. Even though the airframes were capable of more service, the RAF machines were not made to meet the requirements needed for airline service in most countries and as such only a few were sold to other operators. One of these, Duncan in Alaska was the last operator of the type, retiring the final two aircraft in 1991.
Although a sound and reliable aircraft, in the end the Argosy could not compete on the same level as other aircraft in the same freight arena. The jet age made a number of long range propeller driven aircraft surplus to requirement long before their time and many of these were successfully converted to freighters offering longer range and higher payloads. And in the military arena the massively successful Lockheed Hercules left the Argosy way behind.
The original 100 series made a number of appearances for different North American airlines over the years including Capitol, Zantop, Nittler and Universal.
The 200 series also serving in Canada and Australasia, with Australia's IPEC and New Zealand's Safe Air up until 1990.
No Argosy remains in flying condition, but a number have been preserved.
T
Teus
Guest
Volgende pas tegen :xmas:
:?::?::?::?:
:?::?::?::?:
ron van sommeren
Forum veteraan
Makkelijk, een Gloster Meteor.
Zo makkelijk blijkbaar ook weer niet. Foto van een Gloster Meteor:
Vergelijk eens met de opgave...
@Teus:
Ik w8 op bevestiging van mijn antwoord ...
Grtz Matanza
T
Teus
Guest
heb je de zoek functie gebruikt , want volgens mij is hij al twee keer voorbij gekomen , zo niet mijn excusses
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