FORUMLEDEN met NOSTALGIE......"vreemde" kisten
- Topicstarter steffe
- Startdatum
- Status
Gevonden. Ik meende dat ik de Russen wel allemaal had gehad....
The T-3 had a circular fixed supersonic nose intake with a pointed radome above it for the search radar, and a second spherical radome for the tracking radar in the inlet ('Almaz' system). Swept tailplane was installed on fuselage empennage in the mid position.
Nou hier weer een nieuwe dan.
B
Bar
Guest
Lippisch Delta IV
DFS 39
Description :
Role Experimental
Crew one, pilot
Dimensions :
Length 5.06 m 16 ft 7 in
Wingspan 10.21 m 33 ft 6 in
Height 2.00 m 6 ft 7 in
Wing area
Powerplant :
Engine 1x Pobjoy R radial engine
Power 56kW 75 hp
Alexander Lippisch's Delta IV was a continuation of his work on delta wing designs pioneered in his Delta I, Delta II and Delta III aircraft. The project began with an order from Gerhard Fieseler for a design that his company could build for him to fly in the 1932 Europarundflug air rally. The result was a highly unorthodox design, sporting large delta wings, canards, and an engine and propeller mounted in both the nose and tail of the plane. Fieseler built this design as the F-3 Wespe ("Wasp"), but it proved highly unstable, causing Fieseler to crash it on his first flight. Further refinements were unable to correct these deficiencies, and after one final crash, Fieseler abandoned the aircraft.
Lippisch continued to believe that the problems were surmountable, and found an ally in Professor Walter Georgii of the DFS (Deutsche Forschungsanstalt für Segelflug - German Research Institute for Sailplane Flight). Georgii secured funding from the RLM (Reichsluftfahrtministerium - Reich Air Ministry) to purchase the aircraft from Fieseler and work on perfecting it. At the DFS, Lippisch rebuilt the aircraft, removing the canards and the rear engine and renaming it the Delta IVa. Although this flew much better than its predecessor, it was still involved in a very serious crash which led to an investigation of Lippisch's endeavours. The RLM and the DVL (Deutschen Versuchsanstalt für Luftfahrt â€" German Aviation Research Institute) eventually concluded that the Delta series was not only dangerous, but an aeronautical dead end. Only Georgii's continued support prevented them from ordering the discontinuation of the research.
The aircraft was rebuilt again, this time incorporating new aerodynamic refinements based on Lippisch's experiences with his recent Storch X glider. The new incarnation, dubbed Delta IVb proved to be a step in the right direction.
Success finally came with a last round of changes. The aircraft was rebuilt yet again, making the sweep of its wings less severe, and adding small, downturned fins at their tips. And the fuselage was lengthened somewhat, and a small rudder was added to it. Now called the Delta IVc, the result was finally what Lippisch had been looking for. In 1936, the aircraft was taken to the Luftwaffe flight-testing centre at Rechlin where test pilot Heini Dittmar put it through its paces, gaining an airworthiness certificate for the type and an official RLM designation - DFS 39.
It proved to be an extremely stable and well-behaved design, and now attracted the interest of the RLM as a starting point for "Project X" - the programme to develop a rocket-powered fighter aircraft. This would eventually lead to the development of the Messerschmitt Me 163...
de volgende :
DFS 39
Description :
Role Experimental
Crew one, pilot
Dimensions :
Length 5.06 m 16 ft 7 in
Wingspan 10.21 m 33 ft 6 in
Height 2.00 m 6 ft 7 in
Wing area
Powerplant :
Engine 1x Pobjoy R radial engine
Power 56kW 75 hp
Alexander Lippisch's Delta IV was a continuation of his work on delta wing designs pioneered in his Delta I, Delta II and Delta III aircraft. The project began with an order from Gerhard Fieseler for a design that his company could build for him to fly in the 1932 Europarundflug air rally. The result was a highly unorthodox design, sporting large delta wings, canards, and an engine and propeller mounted in both the nose and tail of the plane. Fieseler built this design as the F-3 Wespe ("Wasp"), but it proved highly unstable, causing Fieseler to crash it on his first flight. Further refinements were unable to correct these deficiencies, and after one final crash, Fieseler abandoned the aircraft.
Lippisch continued to believe that the problems were surmountable, and found an ally in Professor Walter Georgii of the DFS (Deutsche Forschungsanstalt für Segelflug - German Research Institute for Sailplane Flight). Georgii secured funding from the RLM (Reichsluftfahrtministerium - Reich Air Ministry) to purchase the aircraft from Fieseler and work on perfecting it. At the DFS, Lippisch rebuilt the aircraft, removing the canards and the rear engine and renaming it the Delta IVa. Although this flew much better than its predecessor, it was still involved in a very serious crash which led to an investigation of Lippisch's endeavours. The RLM and the DVL (Deutschen Versuchsanstalt für Luftfahrt â€" German Aviation Research Institute) eventually concluded that the Delta series was not only dangerous, but an aeronautical dead end. Only Georgii's continued support prevented them from ordering the discontinuation of the research.
The aircraft was rebuilt again, this time incorporating new aerodynamic refinements based on Lippisch's experiences with his recent Storch X glider. The new incarnation, dubbed Delta IVb proved to be a step in the right direction.
Success finally came with a last round of changes. The aircraft was rebuilt yet again, making the sweep of its wings less severe, and adding small, downturned fins at their tips. And the fuselage was lengthened somewhat, and a small rudder was added to it. Now called the Delta IVc, the result was finally what Lippisch had been looking for. In 1936, the aircraft was taken to the Luftwaffe flight-testing centre at Rechlin where test pilot Heini Dittmar put it through its paces, gaining an airworthiness certificate for the type and an official RLM designation - DFS 39.
It proved to be an extremely stable and well-behaved design, and now attracted the interest of the RLM as a starting point for "Project X" - the programme to develop a rocket-powered fighter aircraft. This would eventually lead to the development of the Messerschmitt Me 163...
de volgende :
Specifications of Lockheed XFV-1:
Engines: One Allison XT40-A-6 turboprop, rated at 5500 shp. Projected performance with 6955 ehp YT40-A-14: Maximum speed: 580 mph at 15,000 feet, cruising speed 410 mph.. Initial climb rate 10,800 feet/minute. Service ceiling 43,300 feet. Endurance was one hour, 10 minutes. at 35,000 feet. Weights: 11,600 pounds empty, 16,200 pounds loaded. Dimensions: wingspan 30 feet 10 7/64 inches (with tip tanks fitted), length 36 feet 10 1/2 inches, wing area 246 square feet. Armament was to have consisted of four 20-mm cannon or 48 2 3/4 FFARs in the wingtip pods. z
Even een nieuwe zoeken...
Engines: One Allison XT40-A-6 turboprop, rated at 5500 shp. Projected performance with 6955 ehp YT40-A-14: Maximum speed: 580 mph at 15,000 feet, cruising speed 410 mph.. Initial climb rate 10,800 feet/minute. Service ceiling 43,300 feet. Endurance was one hour, 10 minutes. at 35,000 feet. Weights: 11,600 pounds empty, 16,200 pounds loaded. Dimensions: wingspan 30 feet 10 7/64 inches (with tip tanks fitted), length 36 feet 10 1/2 inches, wing area 246 square feet. Armament was to have consisted of four 20-mm cannon or 48 2 3/4 FFARs in the wingtip pods. z
Even een nieuwe zoeken...
prop-er
Forum veteraan
Among the designers influenced by the creations of Charles Fauvel, the American Jim Marske is undoubtedly the most inventive and prolific.
The Pioneer II-A was developed, with a glass-fiber fuselage and ailerons for roll control. It made its first flight in 1972. The following model, Pioneer II-B, had a longer canopy and a section based on the NACA 33012/33010 allowing an improvement in low speed performance. The Pioneer II-C included a few simplifications and lightening of the fuselage structure. Model Pioneer II-D, currently in production, is distiguished primarily by its swept fin. Its maximum glide ratio is 35, despite a low aspect ratio (less than 13). Stall speed is below 60 km/h, and the glider is stall resistant and completely spinproof. It is sold as a kit to amateur builders, assembly requiring approximately 600 hours.
De Quickie Q-200. Hij is ontworpen in 1984.
En dan die van mij
En hier het filmpje De moter is veelste zwaar. er zat een 15 cc 4-takt op en er moet een 10 op(doe ik nog moet kopen)
http://www.gjbastiaans.nl/images/vliegen/film/canard3.wmv
En dan die van mij
En hier het filmpje
De moter is veelste zwaar. er zat een 15 cc 4-takt op en er moet een 10 op(doe ik nog moet kopen)http://www.gjbastiaans.nl/images/vliegen/film/canard3.wmv
@ Flying High :
Ook jij moet het draadje nog maar eens goed doorlezen...je hebt het niet echt begrepen.
Eerst het voorgaande toestel (in dit geval die van Prop-er) benoemen en als je dat goed doet mag jij een foto plaatsen...
Maar Prop-er heeft geen makkelijke opgave verzonnen....
Hellup !!! Tipje ?
Ook jij moet het draadje nog maar eens goed doorlezen...je hebt het niet echt begrepen.
Eerst het voorgaande toestel (in dit geval die van Prop-er) benoemen en als je dat goed doet mag jij een foto plaatsen...
Maar Prop-er heeft geen makkelijke opgave verzonnen....
Hellup !!! Tipje ?
Zo, weer terug op het spoor.
De Spiral.
Under the five-year plan of the Air Force on orbital and hypersonic aircraft, go-ahead to actually proceed with development of a manned orbital vehicle in the USSR was given in 1965 to the Artem Mikoyan's OKB-155 design bureau, and 55-year-old Chief Designer Gleb Lozino-Lozinsky was selected as project manager. The new project dubbed Spiral.
The aerospaceplane project dated 29 June 1966 provided for the development of a 115-t orbital system consisting of three winged VTOL reusable aircraft: the 52-t HLA reusable hypersonic air-breathing launch aircraft, designated '50-50'; the RB expendable two stage rocket booster; and the OS manned orbital aerospaceplane, designated '50'. The system would take off vertically from a launch cart at a takeoff speed of 380-400 km/h.
The launch aircraft would accelerate the whole system to a hypersonic speed of M=6 (about 1,800 metres per second), releasing the components at an altitude of 28-30 km. The launch aircraft would return to its launch base after completing the mission, and the booster, burning fluorine+hydrogen fuel, would propel the aerospaceplane to the orbit.
The orbital aircraft would bring a payload of up to 10.3 tonnes to the circumpolar orbit of 130-150 km at the carrier offset of up to 750 km, if boosted by a launch aircraft with liquid hydrogen power plant, or 5 tonnes if the launch aircraft burnt kerosene.
The manned reusable single-seated orbital aircraft would be employed in daytime photographic reconnaissance, radar reconnaissance, space targets interception or ground attack, equipped with a space-surface missile for the latter function. The aircraft weighed 8.8 tonnes in all configurations, carrying 500 kg of combat payload for reconnaissance and interception, and 2,000 kg in attack configuration. Launched from the territory of the USSR, the aircraft would reach the 130-150-km orbits, inclined by 45-135 degrees. Manoeuvrability characteristics of the aircraft, propelled by the rocket booster power plant, burning fluorine and amidol provided for variable orbit inclination (to allow second target run) by 17 degrees for the reconnaissance and interception aircraft, and 7-8 degrees for an attack aerospaceplane armed with a missile. The interceptor version would perform a combined manoeuvre of simultaneously changing the inclination and ascending to 1,000 km, after which it would lose the weight to 4,900 kg.
A unique feature of the aerospaceplane was the variable dihedral wings. The outer skin was articulated to permit thermal expansion during re-entry. The wings were set at an angle and had a specific form, so that during re-entry at a 45-60 deg. angle of attack and the hypersonic quality of 0.8 the air stream would flow from the body down to the wings, rather than to the wing leading edges. Also, the wings were made separately variable to better controllability in case of yawing.
To improve landing parameters, after becoming subsonic, dual electric actuators moved the wings to a horizontal position, where they served as wings, substantially increasing the lift of the aerospaceplane for airbreathing operations, the wingspan reaching 7.4 m with a sweep of 30 deg. This increased the aerodynamic quality to 4.5.
En hier de nieuwe, een makkie.
De Spiral.
Under the five-year plan of the Air Force on orbital and hypersonic aircraft, go-ahead to actually proceed with development of a manned orbital vehicle in the USSR was given in 1965 to the Artem Mikoyan's OKB-155 design bureau, and 55-year-old Chief Designer Gleb Lozino-Lozinsky was selected as project manager. The new project dubbed Spiral.
The aerospaceplane project dated 29 June 1966 provided for the development of a 115-t orbital system consisting of three winged VTOL reusable aircraft: the 52-t HLA reusable hypersonic air-breathing launch aircraft, designated '50-50'; the RB expendable two stage rocket booster; and the OS manned orbital aerospaceplane, designated '50'. The system would take off vertically from a launch cart at a takeoff speed of 380-400 km/h.
The launch aircraft would accelerate the whole system to a hypersonic speed of M=6 (about 1,800 metres per second), releasing the components at an altitude of 28-30 km. The launch aircraft would return to its launch base after completing the mission, and the booster, burning fluorine+hydrogen fuel, would propel the aerospaceplane to the orbit.
The orbital aircraft would bring a payload of up to 10.3 tonnes to the circumpolar orbit of 130-150 km at the carrier offset of up to 750 km, if boosted by a launch aircraft with liquid hydrogen power plant, or 5 tonnes if the launch aircraft burnt kerosene.
The manned reusable single-seated orbital aircraft would be employed in daytime photographic reconnaissance, radar reconnaissance, space targets interception or ground attack, equipped with a space-surface missile for the latter function. The aircraft weighed 8.8 tonnes in all configurations, carrying 500 kg of combat payload for reconnaissance and interception, and 2,000 kg in attack configuration. Launched from the territory of the USSR, the aircraft would reach the 130-150-km orbits, inclined by 45-135 degrees. Manoeuvrability characteristics of the aircraft, propelled by the rocket booster power plant, burning fluorine and amidol provided for variable orbit inclination (to allow second target run) by 17 degrees for the reconnaissance and interception aircraft, and 7-8 degrees for an attack aerospaceplane armed with a missile. The interceptor version would perform a combined manoeuvre of simultaneously changing the inclination and ascending to 1,000 km, after which it would lose the weight to 4,900 kg.
A unique feature of the aerospaceplane was the variable dihedral wings. The outer skin was articulated to permit thermal expansion during re-entry. The wings were set at an angle and had a specific form, so that during re-entry at a 45-60 deg. angle of attack and the hypersonic quality of 0.8 the air stream would flow from the body down to the wings, rather than to the wing leading edges. Also, the wings were made separately variable to better controllability in case of yawing.
To improve landing parameters, after becoming subsonic, dual electric actuators moved the wings to a horizontal position, where they served as wings, substantially increasing the lift of the aerospaceplane for airbreathing operations, the wingspan reaching 7.4 m with a sweep of 30 deg. This increased the aerodynamic quality to 4.5.
En hier de nieuwe, een makkie.
Flying High schreef :
Gewoon zoeken naar 1:1 toestellen die daadwerkelijk gevlogen hebben, en niet iets dat lijkt op iets dat gevlogen heeft (of vliegt).
Kortom, het is wel waar waar Prop-er zegt: het toestel dat jij voor je beurt :wink: in deze draad zette heeft nog nooit gevlogen en bestaat zelfs niet in 1:1
En nu weer verder met de opgave van Prop-er..
Gewoon zoeken naar 1:1 toestellen die daadwerkelijk gevlogen hebben, en niet iets dat lijkt op iets dat gevlogen heeft (of vliegt).
Kortom, het is wel waar waar Prop-er zegt: het toestel dat jij voor je beurt :wink: in deze draad zette heeft nog nooit gevlogen en bestaat zelfs niet in 1:1
En nu weer verder met de opgave van Prop-er..
Deze kon ik nog wel vinden:sanka zei:
Manufacturer: Orange Charles E
Model: THATCHER CX4
Year built: 0000
Serial Number (C/N): 9
Mode S Code: 52032751
Aircraft Type: Fixed wing single engine
Amateur-Built: Yes
Number of Seats: 1
Number of Engines: 1
Engine Type: Reciprocating
- Status