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

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Rutan Long EZ verbouwinkje: Rocket EZ made by www.xcor.com

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The EZ-Rocket is the first privately built and flown rocket plane, and serves as the test bed for new technologies. XCOR Aerospace designed the EZ-Rocket, which they modified from Bert Rutan's Long-EZ airplane. The Long-EZ is a homebuilt aircraft kit manufactured by Rutan's Aircraft Factory. It is a fixed-wing canard aircraft, which means that its tailplane is ahead of its wings instead of behind them. This gives the plane good gliding characteristics, making it ideal for a rocket plane.

The EZ-Rocket's modifications included the following:

* Two liquid-fueled rocket engines to replace the aircraft propeller engine in the rear
* A pressurized fuel tank underneath, filled with isopropyl alcohol (rubbing alcohol)
* Two aluminum tanks (Styrofoam-insulated) in the rear that hold the oxidizer, liquid oxygen

Rutan added the external fuel tank because the original Long-EZ tanks were not designed to hold alcohol or withstand high pressure. He added the oxygen tanks because rocket engines must carry their own supply of oxygen (airplane engines get their oxygen from the atmosphere).

http://science.howstuffworks.com/ez-rocket.htm

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Meer foto's en video's:
http://www.alioth.net/flying/flying/trips/xcor/index.html
 
De Gyronef hebben we een paar pagina's terug al gehad... ;)

Kom op lui, is dit verkenningsvliegtuig zo moeilijk te vinden?
 
Abrams Explorer

The Abrams Explorer is a unique aircraft specifically designed for aerial survey and mapping functions. Built in 1937, the aircraft was designed by Kenneth Ronan, former chief designer for Stinson, and Edward Kunzl, also of Stinson. Dr. Talbert Abrams, founder and CEO of the then newly-formed Abrams Air Craft Corporation and the established Abrams Aerial Survey Corporation of Lansing, Michigan, envisioned the aircraft as an obstruction-free camera platform for survey and mapping businesses, a design in which the U.S. Army showed interest. The initial requirement was to provide the capability for aerial photography, aerial survey, and mapping from near sea level up to an operating altitude of 20,000 feet. It was to provide an unobstructed field of view for the several cameras which meant displacing the usual struts, wing panels, engine cowls, and propeller arc away from the cameraman's normal line of sight. The aircraft was to have an endurance of at least eight hours, climb quickly to altitude, and cruise at a speed of 180 to 200 knots.

The resulting configuration was a specially designed two-place non-conventional mid-wing pusher monoplane which had twin booms extending back from the wing trailing edge to support the tail assembly. The-two place crew nacelle was located entirely forward of the wing leading edge and included clear safety glass windows over most of area above the cockpit floor. This is similar to the bombardier's nose section of a World War II medium bomber. The placement of the crew nacelle permitted an almost unobstructed view for photography except for a direct rear view past the engine, propeller and tail structure. The nacelle was pressurized and carried oxygen for crew comfort and operating efficiency at the 20,000 foot operating altitude. The nacelle was faired back over the wing center section to the engine compartment where the Wright R975-E.1 330 hp radial engine, equipped with a NACA cowl and Hamilton Standard controllable pitch propeller, were mounted just aft of the wing's trailing edge. The engine assembly was located between the two fuselage booms that extended back to support the horizontal tail with two vertical tail assemblies.

Hermetically-sealed camera ports were provided to permit unobstructed camera operation at those higher operating altitudes while still maintaining proper cabin pressure. The airplane has a fixed tricycle landing gear with low drag streamlined wheel fairings. The structure is of welded steel tubing and the combined crew nacelle and wing center section are covered with sheet aluminum panels. The twin tail booms are of semi-monocoque sheet aluminum construction and the tail assembly and outer wing panels are covered with fabric. The structure is stressed to handle engines of up to 1,000 hp for possible future production models.

The first flight was made in November 1937 and the Abrams company flew the airplane, with a full array of cameras, for government contract survey work until the beginning of World War II. The first Wright engine was replaced by a Wright Whirlwind 450 hp engine that raised the maximum speed to more than 200 mph and the performance ceiling to 25,000 feet. It had a rate of climb of 1,500 feet per minute. Unfortunately, Dr. Abrams' plans to produce and sell the airplane to the armed forces and to civilian aerial mapping companies were not successful. His timing was bad for the civilian applications because of the war and the military opted for the more survivable, converted high-speed fighter aircraft for photo reconnaissance. The good performance figures of 1938 were not enough for wartime reconnaissance and a single-purpose aircraft was no longer desirable. As a result, the airplane currently in the possession of the Smithsonian was the only example built.

Dr. Abrams lent the Explorer to the National Air Museum in 1948 and, although it was accessioned at that time, the "official" donation was not until 1973. It was acquired as one of the few aircraft designed and used specifically for aerial photography, and it was one of the first U.S. aircraft to employ a tricycle landing gear and the twin boom pusher concept. The aircraft was received with the Wright R-975-E3 450 hp engine and a plastic-covered cabin nacelle. It was transported by military air to Washington and was stored for several years at the Paul E. Garber Restoration and Preservation Facility in Suitland, Maryland. In 1975, the Museum lent the Explorer to the Michigan Aerospace Education Association in Lansing, Michigan, for restoration by students at the Lansing Community College, but, unfortunately, the restoration was not fully completed. In 1981 the airplane was returned to the Garber Facility where it awaits further restoration.

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American Ghiles Lafayette III/Fastec Electric Airplne

The non-profit Foundation for Advancing Science and Technology and Education (FASTec) is backing the development of the E-Plane, an electric powered full-scale airplane. It is being built by James Dunn and Advanced Technology Products (ATP). Rather than starting from scratch, ATP began with a commercially available aircraft, the French DynAero Lafayette III, built by American Ghiles Aviation (AGA).

The Lafayette is a modern two-seat carbon-fiber aircraft, normally powered by an 80 horsepower Rotax 912 engine. The airframe is very low in drag compared to more traditional two-seaters like the Cessna 152. The Lafayette can cruise at about 140 knots (160 mph or 258 km/h), whereas the 152, equipped with a 110 hp Lycoming engine, cruises at only 95 knots (110 mph or 176 km/h). For the E-Plane project, AGA constructed a custom Lafayette with battery compartments in the wing, no engine, and no fuel tanks.

http://www.stefanv.com/rcstuff/qf200404.html
http://www.airmasterpropellers.com/wa.asp?idWebPage=4191
http://www.aircraftkit.com/

Of dit project uiteindelijk tot een succesvolle vlucht heeft geleidt kan ik niet achterhalen.....
 
bell xv3

Built by Bell in 1954 in Fort Worth under a joint Army/Air Force contract, the XV-3 successfully demonstrated the concept that by rotating its outboard prop-rotors up or down, the aircraft could take off and land vertically like a traditional helicopter as well as fly with the high-speed and range of a fixed wing airplane.

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Lockspeiser LDA-1
This was the sole example of the Land Development Aircraft built. The pilot is seen opening the cockpit as the aircraft taxies after landing at an early PFA rally.

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Yup, de Lockspeiser LDA-1. Het staat er ook wel duidelijk op, hè?

Kom maar op met de volgende.
 
UC-1 Twin Bee

The UC-1 Twin Bee is a twin-engine five-seat conversion of the Republic RC-3 Seabee amphibian. The conversion was developed by Mr. Joseph W. Gigante of United Consultant Corporation 1959 -1965. His company later was known as STOL Aircraft Corporation of Norwood, Massachusetts. Prototype and conversions were built in the old hangars of Helio Aircraft at Norwood Airport, MA.

In her original configuration, the prototype had two 180 hp Lycoming O-360-A1A engines, and made her first flight in 1960 with a Helio test pilot at controls. Later most test flights were made by test pilot Peter Annis. During development, engine model was changes to injection type, the cowlings were redesigned and the tail control surface areas were increased.

After extensive flight tests for five years, the UC-1 Twin Bee was awarded the US FAR Aircraft Type Certificate No: A6EA on 25 June 1965. The first production aircraft was delivered one year later.

Conversion is accomplished by replacing the Seabee's original 215 hp Franklin engine by two 180 hp Lycoming IO-360-B1D engines, driving 2-blade CS/feathering tractor propellors. The original wing span is increased by 6 ft, to 43.33 ft, by adding a 3-foot wing-root extension on each side. The hull is stretched 3 ft by inserting a "plug" just aft of cabin, to counter-act shift of CG. Further the rudder/trim-tab area is increased according to the increased power. The fuel capacity is increased from 75 US gal to 101 US gal by the addition of a new 85 US gal main fuel tank above step and 16 US gal fuel tank in the tail boom. The instrument panel, and the seat tracks, are moved forward to allow a fifth seat in the original cargo area. To date 23 conversions have been completed, the last one in 1987.





En ook als r.c. model !!!

 
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