FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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P
Pjotrrr
Guest
Satre S.E. 2100
Designed during W.W.II by Mr. Pierre Satre. Twin-seated with rear engine Renault 4 Pei - 140HP. The test pilot was Mr. Pierre Nadot (test pilot of the S.N.C.A.S.E.-Société Nationale de Constructions Aéronautiques du Sud-Est) and it made its first flight the 04-Oct-45 in Toulouse.
Volgende:
Designed during W.W.II by Mr. Pierre Satre. Twin-seated with rear engine Renault 4 Pei - 140HP. The test pilot was Mr. Pierre Nadot (test pilot of the S.N.C.A.S.E.-Société Nationale de Constructions Aéronautiques du Sud-Est) and it made its first flight the 04-Oct-45 in Toulouse.
Volgende:
P
Pjotrrr
Guest
Je bent niet de enige liefhebber van vliegende vleugelkes 
Nieuw zoekplaatje net in de vorige post geplaatst......
Nog een foto:
Nieuw zoekplaatje net in de vorige post geplaatst......
Nog een foto:
prop-er
Forum veteraan
XP-54 Swoose Goose
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P-54 Swoose Goose
Type Fighter
Manufacturer Vultee Aircraft
Maiden flight 1943-01-15
Status Cancelled
Number built 2
The XP-54 Swoose Goose was a prototype fighter built by the Vultee Aircraft Company. They had submitted a proposal in response to a U.S. Army Air Corps request for an unusual configuration. The Vultee design won the competition, beating the Curtiss XP-55 and the Northrop XP-56 Black Bullet. Vultee had designated it Model 84, a descendent of their earlier Model 78. After completing preliminary engineering and wind tunnel tests, a contract for a prototype was awarded on January 8, 1941. A second prototype was ordered on March 17, 1942.
The XP-54 was designed with a pusher engine in the aft part of the fuselage. The tail was mounted rearward between two mid-wing booms, with the propeller between them. The design included a “ducted wing section” developed by the N.A.C.A that enabled installation of cooling radiators and intercoolers in the wing. The Pratt and Whitney X-1800 engine was initially planned, but after its development was discontinued the liquid-cooled Lycoming XH-2470 was substituted.
In September 1941, the XP-54 mission was changed from low altitude to high altitude interception. So, a turbo-supercharger and heavier armor had to be added, and the estimated empty weight increased from 11,500 to 18,000 lb (5,200 to 8,200 kg).
The XP-54 was unique in several ways. A pilot’s seat acted as an elevator for cockpit access from the ground. The pilot lowered the seat electrically, sat in it, and raised it into the cockpit. Also, the nose section could pivot through the vertical, three degrees up and six degrees down. In the nose, two 37 mm T-9 cannon were in rigid mounts while two .50 cal machine guns were in moveable mounts. Movement of the nose and machine guns was controlled by a special compensating gun sight. Thus, the cannon trajectory could be elevated without altering the flight attitude of the airplane.
Flight tests of the first prototype began on January 15, 1943. Initial trials showed performance substantially below guarantees. At the same time, development of the XH-2470 engine was discontinued and, although it appeared possible to substitute the Allison 3420 engine without substantial airframe changes, the projected delay and costs resulted in a decision not to consider production buys.
The prototypes continued to be used in an experimental program until problems with the Lycoming engines and lack of spare parts caused termination.
Jump to: navigation, search
P-54 Swoose Goose
Type Fighter
Manufacturer Vultee Aircraft
Maiden flight 1943-01-15
Status Cancelled
Number built 2
The XP-54 Swoose Goose was a prototype fighter built by the Vultee Aircraft Company. They had submitted a proposal in response to a U.S. Army Air Corps request for an unusual configuration. The Vultee design won the competition, beating the Curtiss XP-55 and the Northrop XP-56 Black Bullet. Vultee had designated it Model 84, a descendent of their earlier Model 78. After completing preliminary engineering and wind tunnel tests, a contract for a prototype was awarded on January 8, 1941. A second prototype was ordered on March 17, 1942.
The XP-54 was designed with a pusher engine in the aft part of the fuselage. The tail was mounted rearward between two mid-wing booms, with the propeller between them. The design included a “ducted wing section” developed by the N.A.C.A that enabled installation of cooling radiators and intercoolers in the wing. The Pratt and Whitney X-1800 engine was initially planned, but after its development was discontinued the liquid-cooled Lycoming XH-2470 was substituted.
In September 1941, the XP-54 mission was changed from low altitude to high altitude interception. So, a turbo-supercharger and heavier armor had to be added, and the estimated empty weight increased from 11,500 to 18,000 lb (5,200 to 8,200 kg).
The XP-54 was unique in several ways. A pilot’s seat acted as an elevator for cockpit access from the ground. The pilot lowered the seat electrically, sat in it, and raised it into the cockpit. Also, the nose section could pivot through the vertical, three degrees up and six degrees down. In the nose, two 37 mm T-9 cannon were in rigid mounts while two .50 cal machine guns were in moveable mounts. Movement of the nose and machine guns was controlled by a special compensating gun sight. Thus, the cannon trajectory could be elevated without altering the flight attitude of the airplane.
Flight tests of the first prototype began on January 15, 1943. Initial trials showed performance substantially below guarantees. At the same time, development of the XH-2470 engine was discontinued and, although it appeared possible to substitute the Allison 3420 engine without substantial airframe changes, the projected delay and costs resulted in a decision not to consider production buys.
The prototypes continued to be used in an experimental program until problems with the Lycoming engines and lack of spare parts caused termination.
T
Theo Coenen
Guest
Boomerang van Burt Rutan, zijn prive vliegtuigje....
Lijkt me trouwens een leuk toestel om als model te bouwen.
Lijkt me trouwens een leuk toestel om als model te bouwen.
P
Pjotrrr
Guest
Ook al last van onthoudingsverschijnselen?
T
Theo Coenen
Guest
Ja, ja, ja, mag een mens nu niet eens een lekker middagje gaan vliegen.............................
Ook al blaast de wind hier lekker hard toch wil ik er eens effe tussen uit om te vliegen.
Zo nu die nieuwe dan.
Ook al blaast de wind hier lekker hard toch wil ik er eens effe tussen uit om te vliegen.
Zo nu die nieuwe dan.
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