aerei curiosi

[Ospite intruder]

Ecco un altro progetto tedesco rimasto solo sulla carta (chi vi ricorda?): Weserflug P.1003/1.

 

 

 

 

This VTOL (Vertical TakeOff and Landing) aircraft project's design, by Weserflug, dates from 1938. The fuselage was fairly conventional, with a standard tail unit. The real difference in this design were the wings, which were hinged and tiltable about halfway along the length of the wings. Mounted on each end of the wing was a nacelle featuring a large diameter propeller. The wing was mounted high on the fuselage, so that the propeller would have the necessary ground clearance when the wing was tilted in flight position. A single Daimler-Benz DB 600 series engine was located in the fuselage behind the cockpit, and drove both propellers. The engine was fed by an air intake located in the nose. The main gear retracted into the fuselage, and the rear tail wheel retracted beneath the tail. A crew of two sat in a cockpit located in the top forward section of the aircraft.

 

Although this was a very novel idea for an aircraft at this time, the concept never left the drawing board. A very similar design was later built by the United States as the Boeing V-22 Osprey, and began testing in 1989. Even today, the tilt-rotor concept is proving troublesome, and the fact that there would have had to be a very complex gearing arrangement for the Weserflug P.1103 (to tilt the wings and keep constant power to the large diameter propellers) would have proven a very difficult design hurdle.

[Ospite intruder]

 

 

Piasecki PA59K

 

The AirGeep was one of three winners of an Army competition for an "invisible" aerial vehicle in nap-of-the-earth flight, and the only one to be field tested.

 

Called the "Flying geep", "Sky car", or "Airgeep" the PA-59K was designed to research this concept. Vertical lift, propulsion, and control was derived from two ducted horizontal rotors in tandem. The PA-59 could fly up to 75 mph close to the terrain and was not dependent on ground effect, permitting flight between trees, buildings and other obstacles. It could also hover, land and travel as a ground

vehicle on its three wheels.

 

Two 200 hp piston engines were mounted between the two rotor ducts. Differential collective pitch of the rotors provided longitudinal control with laterally disposed vanes in the duct to assist propulsion. Lateral cyclic pitch change of the rotors, plus longitudinally disposed vanes, provide side force for lateral roll control these longitudinal vanes, moved differentially, provided yaw control.

 

The pilot was positioned on the starboard side of the vehicle to keep his collective pitch control lever away from the open side of the machine. This also permitted the pilot to look down over his right arm giving him precise clues of the machine’s motion relative to near obstructions. The enclosed rotors made flight close to ground personnel feasible without danger of injury. The downwash was surprisingly different than the helicopter and gave the pilot clear local visibility in flying over sand, water, and snow, unlike the blinding recirculation characteristics of a helicopter rotor.

[Blue Sky]

Se è per questo la Piasecki realizzò anche la PA-59N (Quella aggiunta da te con la scritta Seageep è il modello N, non K)

 

 

Substituting a gas turbine for the two piston engines and adding two inflatable floats enabled the AirGeep to operate from the water. Called the SeaGeep, its compact size and weight made it ideal as a small ship based rescue, anti-submarine weapon’s carrier, and for ship-to-ship transfer.

Experimentation was conducted using various side shields to vary the water spray patterns around the ducts and to increase lift within ground effect without reducing lift out of ground lift. The spray pattern was negligible because spray was strongly forced away from the craft and not recirculated, allowing clean air to enter the ducts. Landings aboard ship were safe and uncomplicated because the rotating blades were enclosed in ducts. The float span was relatively wide, and the center of gravity low. Landings alongside ships and on various deck areas were successfully accomplished on the first attempt. Movies of the downwash flow over the water taken from an overhead helicopter and telephoto movies of forward flights at various altitudes over the water (NATC, PAX) recorded flow patterns that have been highly useful in VTOL downwash studies. Flights up to 220 feet above the water were

conducted. Experiments in sea rescue successfully demonstrated the desirable features of the SeaGeep. Its ease of pilotage, maximum compactness, low profile and unique downwash characteristics gave impetus to further development.

Modificato 6 Dicembre 2008 da Blue Sky

[Ospite intruder]

Se ci fai caso, stanno nella medesima foto, non mi sono nemmeno accorto della differenza. Il sito ufficiale della Piasecki, dal quale ho preso i dati, non menziona la differenza, e, essendo poco più di una curiosità, non un topic dedicato solo a quel modello, non ho creduto di dover fare ulteriori e più approfondirte ricerche.

 

Gustati questa carrellata di aerei a propulsione nucleare da riviste degli anni Cinquanta:

 

 

 

Qualcuno arrivò vicino a essere costruito, se non vado errato e se la memoria non mi gioca brutti scherzi causa età avanzata.

Modificato 6 Dicembre 2008 da intruder

[Ospite intruder]

 

 

In June of 1939, the first National Contest of Aeromodels with Combustion Engines took place at Leipzig-Mockau. Arthur Sack, who dreamed of a circular-winged aircraft, entered his AS-1 model, but unfortunately, it had to be launched by hand and had poor flying characteristics. Ernst Udet, who was at the time Germany's Air Minister, encouraged Arthur Sack to go on with his research. Sack built four additional models of increasing size, culminating with his first manned aircraft, the Sack AS-6.

 

The AS-6 was constructed at the Mitteldeutsche Motorwerke company, with the final assembly taking place at the Flugplatz-Werkstatt workshops at the Brandis air base in early 1944. The AS-6 was a strange conglomeration from other planes, including the cockpit, seat and landing gear from an old, wrecked Messerschmitt Bf 109B and the Argus As 10C-3 240 horsepower engine from a Messerschmitt Bf 108 liaison aircraft. The wing assembly was new, with plywood forming both the ribs and covering. Ground taxiing tests were performed in February 1944, with the first test proving that the rudder was not strong enough and some structural damage ensuing. Five takeoff runs were made during the second test on the 1200 meter (3940') Brandis landing strip. During these tests, it was determined that the control surfaces were in the vacuum area behind the circular wing, and thus did not operate adequately. The right landing gear leg was also broken during the final attempt of the second test. It was thought that the problems arose due to the low power output of the engine, but because of a wartime shortage of more powerful engines, it was decided to change the incidence angle by moving the landing gear backwards by 20 cm (8"). Since the next wingspar was located 40 cm (16") farther aft, it was purposed to attach the landing gear here, but this introduced the problem of having the landing gear too far aft and thus the plane could tip forwards on takeoff, destroying the propeller. To compensate for this, brakes from a Ju 88 were installed, 70 kg (154 lbs) of ballast was added just ahead of wingspar number 3 and the tail control surfaces had 20 mm (3/4") of corrugated plate added. The third test took place on April 16, 1944 on the 700 meter (2300') Brandis landing strip. The plane traveled 500 meters (1640') without the tail lifting, although a small, brief hop was achieved. On the fourth and final test, the jump was longer, and the AS-6 became airborne, but an immediate bank to the left due to the torque of the engine became evident. The small span wings were too short to compensate for the engine's torque. The pilot recommended a more powerful engine and more wind tunnel tests, and Arthur Sack went back to the drawing board for the remainder of the war.

 

During the summer of 1944, JG 400, who flew the rocket-powered Messerschmitt Me 163B "Komet", was moved to Brandis. They found the AS-6 there and tried to fly it, but the only attempt resulted in a collapsed landing gear leg. The AS-6 was damaged in a strafing attack during the winter of 1944-45, and was broken up to salvage the wood. All that was left was the miscelleneous metal parts, and these were thrown into the aircraft salvage area. In all probability, this is why American troops who entered the Brandis air base in April 1945 found no traces of the Sack AS-6.

[Ospite intruder]

La foto dovrebbe appartenere a qualche replica del dopoguerra, viste alcune differenze

 

Focke-Achgelis FA269

 

 

By 1943 it was considered that sufficient experience had been gained in the field of helicopters to undertake the bold project of an experimental convertiplane which would combine the vertical landing and take off characteristics of the helicopter with the higher cruising speed and economy of the fixed-wing aircraft, the resulting design being the Focke Achgelis Fa 269.

 

The layout was that of a mid-wing cantilever monoplane with oval-section fuselage, large-area tailplane, and single fin and rudder. The wing leading edge had slight sweepback and the trailing edge compound taper.

 

Two engines were to have been mounted on the wings beyond mid span and these would have driven very-large-diameter pusher propellers. For level flight these propellers would have been used in the orthodox position but for take-off and landing they would have pivoted downward and forward through about 85�. Actual propeller diameter would have been approximately equal to the aircraft's semi-span. At the front of each engine there was a special pivoting gearbox, from which a drive shaft passed back between the engine cylinder banks to drive its propeller aft of the wing trailing edge. The whole of each shaft could be pivoted at the wing leading edge and out of the recess in the engine and wing, to swing its propeller beneath the wing. In the fully-down position, the plane of the propellers was almost parallel with the ground when the aircraft was at rest, and a very long tailwheel undercarriage, which retracted into the fuselage, was necessary because of the length of the drive shafts. Considerable development would have been needed for the special engines, gearboxes, drives and power-pivoting mechanisms, not to mention the propeller pitch-control system for use when landing and taking-off (when the conventional control surfaces would be ineffective). The project, apparently, did not have sufficient priority for development to be undertaken at this stage of the war, and no prototype was built. The only known data for the Fa 269 is that the design horizontal speed was 600km/h.

 

J.R.Smith, Antony L. Kay "German Aircraft of the Second World War", 1972

Modificato 7 Dicembre 2008 da intruder

[Mone]

BestettiBN1

 

 

Ambrosini SS4 Per maggiori informazioni: http://www.italiankits.it/doratiss4.html

[Ospite intruder]

 

Scaled Composites Predator 480

One of the world's most prolific and respected designers is Elbert "Burt" Rutan. Among the ranks of enthusiast constructors who build their own aircraft for private use, Rutan's two-seat "homebuilts" are legend. He also designed the Voyager trimaran monoplane in which his brother Richard and Jeana Yeager made history during 14-23 December 1986 by successfully completing the first-ever non-stop and unrefuelled aeroplane flight around the world, in so doing establishing an absolute distance record of 24,986.664 miles (40,212.139 km).

 

To a NASA requirement, Burt Rutan was responsible for designing the pivoting-wing AD-1 for oblique-wing research and, having set up Scaled Composites Incorporated, designed several very unusual aircraft with production possibilities. These include the composites-constructed Rutan 151 ARES agile-response effective-support military aircraft with rear-mounted wings, swept-forward canards and a fuselage with an offset 2,950-pound (1,338-kg) thrust Pratt and Whitney JT15D-1 turbofan, inten

Modificato 9 Dicembre 2008 da intruder

[Blue Sky]

La foto dovrebbe appartenere a qualche replica del dopoguerra, viste alcune differenze

 

 

Infatti Intruder è una foto Diversa in quanto parliamo di due aerei differenti!

 

L'Aereo in questione è il Dornier Do-29

 

 

Most of the early data collected on Short and Vertical Take-Off and Landing characteristics and systems were collected during Dornier’s Do-29 STOL and VTOL Research Program. The Do-29 program was commenced by West Germany’s Air Force with the intention of applying the collected data to the design and development of their next generation of military transport aircraft and help in the developmentsof Germany’s first true fighter project since the end of World War II. In order to keep cost down, engineers at Dornier decided to utilize a tested airframe for the new programme. They selected the proven Do-27 fuselage. The idea, beside the cost savings, was to utilize a strong enough airframe that could handle the expected weight of the heavy wing structure needed to house the engine vectoring system. The first example of the 29 was rolled out of the production line in the summer of 1958. Its airframe, although it was a Do 27’s fuselage, was modified with an extra fin structure below the tail to improve the aircraft’s low speed control characteristics. A larger fin and rudder structure were also incorporated on the fuselage for control purposes. The aircraft’s cockpit was built to house one crew with a Martin-Baker Ejection System seat. The cockpit sat in the fuselage’s forward area and gave the pilot an excellent view of the rotating engines mechanism. Another modification to the original 27 fuselage was the installation of two external stiffeners on each side of the frame, plus three on the bottom of the airframe. The stiffeners were implemented to provide the airframe with an added shock-absorbing system to compensate for the expected frame shock caused by the oscillatory forces emanating from the propellers. The 29 had the same high set undercarriage of the 27 aircraft, which gave the Do-29 adequate clearance for the propellers and was sturdy enough to absorb the expected heavy landing forces associated with STOL and VTOL operations. A fixed single tail wheel; located at the bottom-rear of the airframe was installed. After altering the airframe and incorporating its new wing structure, the next phase of the project was the selection of the power plant. Dornier engineers selected the United States Avco Lycoming engines. Two of these new engines were installed on each wing structure near the main fuselage. The propellers were designed to rotate in opposing directions in order to cancel out the generating torque. The first prototype of the Do-29 took to the air for the first time in December 1958 and performed as expected. Dornier’s test pilots found quickly that they could adapt to the aircraft’s unique flying characteristics. Two addition prototypes were eventually built. The overall programme objective, the acquisition of data related to STOL and VTOL operations was achieved. The Do 29 programme was never intended to be a full production project but its goal of being a stepping-stone design for Germany’s new military transport plane was achieved when Dornier unveiled its Do-31 STOL-VTOL transport aircraft, although this aircraft, as the Do 29 before, never made it to the production line, it did gather enough information to enable other countries such as Great Britain, to incorporate the collected data on their own STOL-VTOL programmes. Today, one of the three Do-29 prototypes sits at the prestigious Helicopter Museum located at Buckeburg, Germany. In the end, the Do 29 was indeed a groundbreaking aircraft.

 

 

Do-29 SPECIFICATIONS

Frame Dimensions

 

Length: 31’-2”

Wing Area: 235 sq ft

Wing Span: 43’-4”

Maximum Take-Off Weigh 5,500lb

Performance

 

Engine System: Two 270hp Avco Lycoming GO480-B1a6 piston engines

Propellers: Two opposite-rotating three bladed Hartzell propellers

Maximum Attainable Speed: 180mph

Stalling Speed: 47mph

Take-Off Distance: 50’-0”

 

 

Modificato 9 Dicembre 2008 da Blue Sky

[thunderjet]

bv 155 karawanken

 

 

The Bv 155 was an experimental high-altitude fighter developed by the Messerschmitt and Blohm und Voss companies toward the end of WWII. It never left the prototype stage. Only three prototypes were built.

 

altro curioso progetto tedescop 1106

Modificato 9 Dicembre 2008 da thunderjet

[Ospite intruder]

 

Infatti Intruder è una foto Diversa in quanto parliamo di due aerei differenti!

 

L'Aereo in questione è il Dornier Do-29

 

 

Ti ringrazio. Mi ero accorto che era diverso, ma non immaginavo fino a questo punto, e non ho fatto ricerche, benché nel sito che ho trovato me lo "spacciasse" per il Focke-Achgelis.

[DarkSchneider]

Bella discussione non fosse per i non-aeroplani, per le foto modificate e quelle senza alcuna info sul mezzo!...comunque complimenti!

comunque visto ce ci sono...

 

Ultraleggero americano modello Falcon ne esistono pochi esemplari...

http://members.fortunecity.com/gvanroy1/ulm/amfalc.jpg

ho messo il link perchè non mi è concesso mettere l'immagine...

Modificato 10 Dicembre 2008 da DarkSchneider

[Ospite intruder]

 

Lockhhed XFV-1 Salmon

 

 

The American Lockheed XFV (sometimes referred to as the Salmon [1]) was an experimental tailsitter prototype built by Lockheed to demonstrate the operation of a vertical takeoff and landing fighter for protecting convoys.

 

General characteristics

 

Crew: 1

Length: 36 ft 10.25 in (11.23 m)

Wingspan: 30 ft 22 in (8.36 m)

Height: 36 ft 10.25 in (11.23 m)

Wing area: 246 ft2 (22.85 m2)

Empty weight: 11,599 lb lb (5,261 kg kg)

Loaded weight: 16,221 lb (7,358 kg kg)

Max takeoff weight: 16,221 lb (7,358 kg kg)

Powerplant: 2× 1 Allison XT40-A-14 turboprop, () each

 

Performance

 

Maximum speed: 580 mph (930 km/h)

Cruise speed: 410 mph (660 km/h)

Range: unknown

Service ceiling 43,300 ft (13,100 m)

Rate of climb: 10,820 ft/m (3,300 m/min)

Wing loading: 65.9 lb/ft2 (322 kg/m2)

Armament 4 20 mm cannons or 48 2.75 in rockets

[Blue Sky]

 

Già postato Intru!

 

Lockheed XFV-1 Salmon: 16 giugno 1954

 

Uno dei due caccia VTOL costruiti attorno alla massiccia turboelica Allison YT40-A-14 da 7200 CV sull’asse, l'XFV-1, era un aereo tradizionale salvo che per l’impennaggio cruciforme, sul quale doveva appoggiarsi per decolli e atterraggi verticali. Alla fine, l’aereo decollò solo in maniera tradizionale su un carrello provvisorio, benché una transizione al volo verticale venisse attuata in aria, Il progetto tu cancellato nel giugno 1955, allorché il turboreattore divenne il propulsore ovvio per altri eventuali tentativi VTOL.

[Snake]

non so come si chiama ma ................ :asd:

Questo è un PredatorA della nostra Aeronautica. E' un aereo radiocomandato, credo si dica così.

Snake

[Blue Sky]

Questo è un PredatorA della nostra Aeronautica. E' un aereo radiocomandato, credo si dica così.

Snake

 

Diciamo che è una spiegazione leggermente vaga!

 

Il Predator funziona attraverso una stazione di terra collegata al velivolo. La guida dell'aereo non pilotato avviene tramite delle antenne e ricevitori per il collegamento radio in aree limitate, o satellitare per zone più estese. Per il resto il suo volo è simile agli altri velivoli, con l'unica differenza di avere il cockpit, vale a dire l'insieme della cabina di pilotaggio del velivolo, spostato a terra. Un ufficiale pilota dell'aeronautica è ai comandi del velivolo mentre specialisti della Marina Militare e dell'Aeronautica si occupano del supporto operativo al volo e all'interpretazione dei dati. Davanti al velivolo una telecamera trasmette le immagini del volo, diventando in pratica gli occhi del pilota. Sotto il velivolo, invece, sono installati i sensori di bordo utilizzati dagli operatori per le riprese elettro-ottiche ed infrarossi del territorio. Queste immagini sono trasmesse ad un operatore che ha il compito di interpretarle e trarne le informazioni necessarie. Per fare un esempio, il Predator potrà compiere, prima della partenza di un convoglio mezzi, la ricognizione di un percorso stradale e fornire una serie di informazioni utili per la sicurezza del personale impegnato. Il Predator, in sintesi, garantirà la sorveglianza di tutta l'area di Dhi Qar, zona di competenza italiana, potendo volare, infatti, anche oltre i confini di questa ultima. www.aeronautica.difesa.it

Modificato 10 Dicembre 2008 da Blue Sky

[DarkSchneider]

Già postato Intru!

Però non avevo visto tute queste foto!...davvero, a dir poco, strano!!!

[Ospite intruder]

 

Già postato Intru!

 

Lockheed XFV-1 Salmon: 16 giugno 1954

 

Uno dei due caccia VTOL costruiti attorno alla massiccia turboelica Allison YT40-A-14 da 7200 CV sull’asse, l'XFV-1, era un aereo tradizionale salvo che per l’impennaggio cruciforme, sul quale doveva appoggiarsi per decolli e atterraggi verticali. Alla fine, l’aereo decollò solo in maniera tradizionale su un carrello provvisorio, benché una transizione al volo verticale venisse attuata in aria, Il progetto tu cancellato nel giugno 1955, allorché il turboreattore divenne il propulsore ovvio per altri eventuali tentativi VTOL.

 

Guarda che ho rigirato tutto il topic per cercarlo, ero sicuro di non averlo visto, e infatti non c'è, mentre ci stanno i similari Pogo, Vertijet, eccetera. A meno che non sia in una delle foto che sono scomparse, quelle che è rimasto solo il puntino rosso, per intenderci.

[DarkSchneider]

infatti anche a me pareva di averne visto di simili ma non questo modello...comunque bella soprattutto la foto a colori!...ma poi...a vuoto pesa più i 5ton come possono quelle 4 rotelline da carrello della spesa garantire sicurezza all'atterraggio?

Modificato 11 Dicembre 2008 da DarkSchneider

[Mone]

Non saranno particolarissimi,ma personalmente gli trovo "originali":

Yak-36

Yak-23 (VTOL)

Modificato 11 Dicembre 2008 da Mone

[Ospite intruder]

Non so se è una novità, e non so nemmeno se è un fotomontaggio (ma non sembra), comunque, notate il carrello di questo Arado 232:

 

Modificato 11 Dicembre 2008 da intruder

[Mone]

Non riesco a visualizzare la foto...credo che ti riferissi a questa:

Sembra un millepiedi

[Ospite intruder]

Non riesco a visualizzare la foto...credo che ti riferissi a questa:

Sembra un millepiedi

 

Infatti:

 

 

All'inizio del settembre 1944 fu resa operativa una misteriosa operazione che doveva portare ad assassinare nientedimeno che Stalin. Questo articolo porta alla ribalta del grande pubblico un evento poco conosciuto e rimasto finora occultato tra le pieghe della storia e in documenti top-secret e finalmente declassificati.

Nel luglio 1944 Ernst Kaltenbrunner, il comandante del servizio segreto delle SS, informava il comando del reparto speciale della Luftwaffe KG 200 che voleva un aereo a disposizione in grado di volare fino a Mosca. Lo scopo era di trasportare un kommandos con lo scopo di assassinare nientemeno che Stalin.

 

L’aereo scelto per l' "Operazione Zeppelin" (in codice “Unternehmen Zeppelin”) fu un Arado Ar. 232 B “Tausendfussler” o “Millepiedi”, quadrimotore modificato dell’Arado Ar 232 A “Tatzelwurm” o “Drago alato”, in grado di atterrare su piste accidentali.

 

L’aereo doveva compiere un volo segreto e far atterrare vicino Mosca, un kommandos di due unità per poi dirigersi con motociclette verso Mosca e compiere tale assassinio.

 

Così, dopo aver ottenuto il nulla osta all’operazione, nella notte tra il 4 e il 5 settembre 1944 un Arado Ar 232 B partiva dall’aeroporto di Riga con a bordo 2 agenti russi, un maschio, il maggiore Tavrin, e una donna, il sottotenente Shilova. Avevano con loro: 428.000 rubli, 116 timbri di gomma originali e un buon numero di documenti in bianco, il quale avrebbero permesso alle due spie di poter entrare nel Cremino, di avvicinarsi a Stalin e di tentare di ucciderlo.

 

Poco tempo dopo, la centrale ricevette il seguente radio-messaggio: “Aereo caduto in atterraggio. Tutti i membri dell’equipaggio (pilota Bruno Davids e il comandante tenente Paul Goldstein) illesi. L’equipaggio si è diviso a Mosca utilizzando le nostre motociclette. Fino ad ora non siamo stati scoperti”.

 

In seguito i due agenti segreti saranno catturati ad un posto di controllo sovietico quando una guardia riusciva a individuarli in quanto indossavano uniformi asciutte nonostante fossero in una giornata piovosa.

 

Nel frattempo l’ SD delle SS, nella persona di Hermann Hubig (nato il 12.3.1912 a Volkingen), entrato nelle SS il 1° ottobre 1936, entrava nell’ “Operazione Zeppelin”, che prevedeva l’arruolamento di prigionieri russi che avrebbero dovuto compiere azioni di sabotaggio dietro le linee sovietiche.

 

In effetti oggi sappiamo che qualche gruppo di combattimento composto da ex sovietici fu effettivamente attivato. Come per esempio del “Kampfgruppe Scherhorn”, composto da quasi 2.000 uomini (alcuni appartenenti al 675° battaglione) e comandati dal tenente colonnello Heinrich Scherhorn. Ebbene costoro operavano nell’ottobre del 1944 nella foresta di Berezino, 60 km a est di Minsk. Questa unità stava lì dall’estate precedente e stava dando parecchio filo da torcere ai soldati dell’Armata Rossa.

 

Da considerare che il servizio segreto nazista manderà in URSS ben due tipi di agenti: il primo denominato in codice “Schleusenderen” o “apri-pista” e il secondo denominato “Tiefe-mittel” o “agenti di profondità”. Comunque oggi sappiamo che a Mosca operava già una super-spia a favore dei nazisti ed era conosciuto con il nome in codice di “Max”.

 

Da documenti finalmente declassificati, sappiamo che l’agente segreto “Max” operava in ambienti vicini ai massimi livelli governativi sovietici. Addirittura nemmeno a Berlino sapevano chi fosse veramente “Max”. I suoi rapporti giungevano via radio prima a Vienna e poi raggiungevano Berlino.

 

Ebbene l’operazione Zeppelin doveva far affidamento proprio su “Max”. Anche se sappiamo che tale operazione finì in quanto i due altri agenti furono arrestati ma non fucilati perché indossavano sotto il loro camuffamento le divise tedesche.. Comunque chi era e che fine fece “Max” non lo sappiamo ancora.

 

http://www.crimelist.it/index.php?Itemid=1...t&task=view

 

http://www.eaf51.org/newweb/Documenti/Stor...G%20200_ITA.pdf

Modificato 11 Dicembre 2008 da intruder

[DarkSchneider]

Questo dovrebbe essere lo stesso aeeo...ma è vero o un fake?...sembra così strano...

nah...non è lo stesso!...qualcuno sa come si chiama?

Modificato 11 Dicembre 2008 da DarkSchneider

[Ospite intruder]

Dico una stupidaggine, ma mi sembra un qualche prototipo De Havilland Canada...

 

 

CarterCopter.

 

 

 

http://www.cartercopters.com