FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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prop-er
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The Gwinn Aircar
http://www.fiddlersgreen.net/models/aircraft/Gwinn-Aircar.html
The Gwinn Roadable Airplane was a safe airplane, easy to operate and as cheap to buy as the average automobile. This was the American dream in the air-minded 1930s.It all began when Joseph Marr Gwinn Jr., a World War I aviator and engineer at Consolidated Aircraft Corporation, chose to remain in Buffalo, N.Y., after the company moved to San Diego, Calif.
He had designed what he deemed was a safe, roadable airplane after two years of dedicated research and development, and in 1935 he organized the Gwinn Aircar Company Inc. in Buffalo, serving as the new firm's president and chief engineer. Two years later, the prototype Gwinn Aircar was completed and test-flown by Richard K. Bennett, who also gave well-known aviator Frank Hawks the chance to test the new plane. After Hawks flew the Aircar in Buffalo, he was so enthusiastic about its performance that he agreed to become Gwinn Aircar's vice president in charge of sales.
The Gwinn Aircar Company of Buffalo, NY was formed in 1935 by Joseph M Gwinn, Jr, former Chief Engineer at Consolidated Aircraft Corporation. The 'Aircar' was designed as a 'foolproof' airplane that would be simple and, above all, safe to fly since it would neither stall nor spin. The aircraft first flew in early 1937 and received Civil Aeronautics Authority Approved Type Certificate 682. Gwinn hired Frank Hawks, racing pilot and record setter, and Nancy (Harkness) Love, another famous pilot, to tour the country demonstrating the aircraft. On 23 August 1938, Hawk failed to clear high tension power lines while taking off in the Aircar and was killed in the resulting crash. Gwinn suspended production and closed the Aircar plant.
http://www.fiddlersgreen.net/models/aircraft/Gwinn-Aircar.html
The Gwinn Roadable Airplane was a safe airplane, easy to operate and as cheap to buy as the average automobile. This was the American dream in the air-minded 1930s.It all began when Joseph Marr Gwinn Jr., a World War I aviator and engineer at Consolidated Aircraft Corporation, chose to remain in Buffalo, N.Y., after the company moved to San Diego, Calif.
He had designed what he deemed was a safe, roadable airplane after two years of dedicated research and development, and in 1935 he organized the Gwinn Aircar Company Inc. in Buffalo, serving as the new firm's president and chief engineer. Two years later, the prototype Gwinn Aircar was completed and test-flown by Richard K. Bennett, who also gave well-known aviator Frank Hawks the chance to test the new plane. After Hawks flew the Aircar in Buffalo, he was so enthusiastic about its performance that he agreed to become Gwinn Aircar's vice president in charge of sales.
The Gwinn Aircar Company of Buffalo, NY was formed in 1935 by Joseph M Gwinn, Jr, former Chief Engineer at Consolidated Aircraft Corporation. The 'Aircar' was designed as a 'foolproof' airplane that would be simple and, above all, safe to fly since it would neither stall nor spin. The aircraft first flew in early 1937 and received Civil Aeronautics Authority Approved Type Certificate 682. Gwinn hired Frank Hawks, racing pilot and record setter, and Nancy (Harkness) Love, another famous pilot, to tour the country demonstrating the aircraft. On 23 August 1938, Hawk failed to clear high tension power lines while taking off in the Aircar and was killed in the resulting crash. Gwinn suspended production and closed the Aircar plant.
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Henri Kaper
verslagschrijvers
Deze opgave kan niet moeilijk zijn voor de echte kenner.
Dan doe ik nog een poging mijn gezicht te redden door te verklaren dat prop-er 'm goed heeft en de volgende opgave kan plaatsen.
Ariel
PH-SAM
Curtiss-Wright CW-25 / AT-9 Jeep
In 1940, with Europe already at war, the US Army Air Corps knew that it was essential to begin preparations for the very real possibility that, in the not too distant future, the United States of America might become involved. As a part of this general thinking the US Army had already begun evaluation of the Cessna T-50</B> as an 'off-the-shelf' twin-engined trainer which would prove suitable for the transition of a pilot qualified on single-engined aircraft to a twin-engined aircraft and its very different handling technique. Procured as the AT-8, Cessna's T-50 was built in large numbers.
For the more specific transition to a 'high-performance' twin-engine bomber it. was considered that something less stable than the T-50 was needed. However, Curtiss-Wright had anticipated this requirement with the design of the Curtiss-Wright CW-25, a twin-engined pilot transition trainer which had the take-off and landing characteristics of a light bomber aircraft. The CW-25 was of low-wing cantilever monoplane configuration, provided with retractable tail-wheel landing gear and powered by two Lycoming R-680-9 radial engines. The single prototype acquired for evaluation had a welded steel-tube fuselage structure with the wings, fuselage and tail unit fabric-covered. Evaluation proving satisfactory, the type was ordered into production under the designation AT-9, and name Jeep. The production examples differing from the prototype by being of all-metal construction. A total of 491 AT-9s was produced and these were followed into service by 300 generally similar AT-9A aircraft. They remained in use for a comparatively short time, for the USA's involvement in World War II in late 1941 resulted in the early development of far more effective training aircraft.
Johannes
In 1940, with Europe already at war, the US Army Air Corps knew that it was essential to begin preparations for the very real possibility that, in the not too distant future, the United States of America might become involved. As a part of this general thinking the US Army had already begun evaluation of the Cessna T-50</B> as an 'off-the-shelf' twin-engined trainer which would prove suitable for the transition of a pilot qualified on single-engined aircraft to a twin-engined aircraft and its very different handling technique. Procured as the AT-8, Cessna's T-50 was built in large numbers.
For the more specific transition to a 'high-performance' twin-engine bomber it. was considered that something less stable than the T-50 was needed. However, Curtiss-Wright had anticipated this requirement with the design of the Curtiss-Wright CW-25, a twin-engined pilot transition trainer which had the take-off and landing characteristics of a light bomber aircraft. The CW-25 was of low-wing cantilever monoplane configuration, provided with retractable tail-wheel landing gear and powered by two Lycoming R-680-9 radial engines. The single prototype acquired for evaluation had a welded steel-tube fuselage structure with the wings, fuselage and tail unit fabric-covered. Evaluation proving satisfactory, the type was ordered into production under the designation AT-9, and name Jeep. The production examples differing from the prototype by being of all-metal construction. A total of 491 AT-9s was produced and these were followed into service by 300 generally similar AT-9A aircraft. They remained in use for a comparatively short time, for the USA's involvement in World War II in late 1941 resulted in the early development of far more effective training aircraft.
Johannes
Ariel
PH-SAM
Reid & Sigrist RS4
word meestal fout aangeduit als een rs 3 zie maar naar de wikipedia link
Dit was voor mij een hele makkelijke ,aangezien het de opvolger is van een ander type dat ik hier al gepost had, en dat toch een tijdje blijven staan is .
Photos: Reid & Sigrist RS3 Desford Aircraft Pictures | Airliners.net
Reid and Sigrist R.S.3 - Wikipedia, the free encyclopedia
word meestal fout aangeduit als een rs 3 zie maar naar de wikipedia link
Dit was voor mij een hele makkelijke ,aangezien het de opvolger is van een ander type dat ik hier al gepost had, en dat toch een tijdje blijven staan is .
Photos: Reid & Sigrist RS3 Desford Aircraft Pictures | Airliners.net
Reid and Sigrist R.S.3 - Wikipedia, the free encyclopedia
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het is niet te geloven.....
de vliegtuigen en vreemde toestellen vliegen mij om de oren.....
ik had niet verwacht dat dit draadje een zo'n grote respons zou hebben...
zelf heb ik hier al zeeeeeeeer veel bijgeleerd.
proficiat aan allen van dit draadje die de tijd en moed hebben om steeds verder te zoeken
groeten
steffe
de vliegtuigen en vreemde toestellen vliegen mij om de oren.....
ik had niet verwacht dat dit draadje een zo'n grote respons zou hebben...
zelf heb ik hier al zeeeeeeeer veel bijgeleerd.
proficiat aan allen van dit draadje die de tijd en moed hebben om steeds verder te zoeken
groeten
steffe
eens iets anders
Uploaded with ImageShack.us
En steffe bedankt voor dit draadje, hier heb ik al veel bijgeleerd en nog meer plezier beleefd.
Uploaded with ImageShack.us
En steffe bedankt voor dit draadje, hier heb ik al veel bijgeleerd en nog meer plezier beleefd.
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Short SA4 "Sperrin"
Designed to Specification B.14/46, the Short Sperrin was intended as an insurance against failure of the Vickers Valiant, the first of the RAF's V-bombers. Two prototypes were built, the first flying on 10 August 1951 and used to test new high-altitude radar navigation and bombing equipment that was to be incorporated in the V-bombers. The second aircraft, which flew in August 1952, was used to test aerodynamic bomb shapes in connection with the development of Britain's first atomic bomb, the MC.Mk 1 'Blue Danube'.
http://www.aviastar.org/air/england/short_sperrin.php
Designed to Specification B.14/46, the Short Sperrin was intended as an insurance against failure of the Vickers Valiant, the first of the RAF's V-bombers. Two prototypes were built, the first flying on 10 August 1951 and used to test new high-altitude radar navigation and bombing equipment that was to be incorporated in the V-bombers. The second aircraft, which flew in August 1952, was used to test aerodynamic bomb shapes in connection with the development of Britain's first atomic bomb, the MC.Mk 1 'Blue Danube'.
http://www.aviastar.org/air/england/short_sperrin.php
Henri Kaper
verslagschrijvers
Insgelijks!
...ik sluit me daar graag bij aan!
Bob
een Aermacchi MB-339A/PAN
(een gokje.......in het begin van het nieuwe jaar mag dit wel he......)
Le Frecce Tricolori (Italiaans voor de driekleurige pijlen) is het demonstratieteam van de Italiaanse luchtmacht. Het 313e aerobatische trainingssquadron zoals het team ook bekend is, werd opgericht in 1961 en stond toentertijd onder leiding van majoor Mario Squarcina. Er werd met zes F-86E Sabres gevlogen, deze vliegtuigen werden gebruikt als als onderscheppingsvliegtuig bij de Italiaanse luchtmacht. In 1962 werd dit al uitgebreid naar negen toestellen. Het jaar daarna stapte het team over op de Aeritalia G.91PAN waarna in 1965 een tiende vliegtuig aan het team toegevoegd werd.
In 1983 stapte het team over op de Aermacchi MB-339A/PAN, die anno 2007 nog steeds gebruikt wordt. Dit toestel kan het 313e squadron in geval van nood ook inzetten als licht grondaanvalsvliegtuig. Het dieptepunt voor het team was het vliegtuigongeluk op Ramstein Air Base op 28 augustus 1988. Hierbij kwamen drie teamleden en 67 toeschouwers om het leven.<SUP id=cite_ref-0 class=reference>[1]</SUP> Sindsdien heeft het team zich echter hersteld van deze ramp en geeft het jaarlijks ongeveer 40 demonstraties over de hele wereld.
steffe
grapje......
het is aan Max Z natuurlijk.....
) van dit draadje wens ik het allerbeste toe voor 2011.
Ariel
PH-SAM
De Havilland DH.53 Humming Bird
In response to the Daily Mail Light Aeroplane Competition of 1923 de Havilland built two DH.53s which were named Humming Bird and Sylvia II. The DH.53 was a low-wing single-seat monoplane powered by a Douglas 750 cc motor-cycle engine. At Lympne in October 1923 the DH.53s did not win any prizes but gave an impressive performance for a light aircraft. The Air Ministry subsequently became interested in the design and ordered eight in 1924 as communications and training aircraft for the Royal Air Force.
Early in 1924 twelve aircraft were built at Stag Lane Aerodrome and were named Humming Bird after the first prototype. Eight aircraft were for the Air Ministry order, three were for export to Australia, and one was exported to Aero in Prague. One further aircraft was later built for an order from Russia.
The production aircraft were powered by a 26 hp (19 kW) Blackburne Tomtit two-cylinder engine.
Johannes
In response to the Daily Mail Light Aeroplane Competition of 1923 de Havilland built two DH.53s which were named Humming Bird and Sylvia II. The DH.53 was a low-wing single-seat monoplane powered by a Douglas 750 cc motor-cycle engine. At Lympne in October 1923 the DH.53s did not win any prizes but gave an impressive performance for a light aircraft. The Air Ministry subsequently became interested in the design and ordered eight in 1924 as communications and training aircraft for the Royal Air Force.
Early in 1924 twelve aircraft were built at Stag Lane Aerodrome and were named Humming Bird after the first prototype. Eight aircraft were for the Air Ministry order, three were for export to Australia, and one was exported to Aero in Prague. One further aircraft was later built for an order from Russia.
The production aircraft were powered by a 26 hp (19 kW) Blackburne Tomtit two-cylinder engine.
Johannes
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