aerei curiosi

[Ospite intruder]

Carisi Biplane 1915

 

[FrancescoBaracca]

:blink:

 

Mi dici cortesemente cosa c'è di strano nell'aereo appena postato???

 

Forse mi sfugge la sua particolarità intrinseca!

 

secondo me è perchè è raro trovare un aereo ad elica con le ali a freccia

[Ospite intruder]

secondo me è perchè è raro trovare un aereo ad elica con le ali a freccia

 

 

Bingo! In premio per aver risposto esattamente, eccole un altro sg... ehm, aereo curioso:

 

Waterman Arrowbile, 1936, a fianco: Arrowplane

 

 

[Snake]

Questo penso non valga, però ci provo.

Snake

 

P.S. la foto si vede????

Modificato 21 Dicembre 2008 da Snake

[Ospite intruder]

Westland Pterodactyl - 1932

 

 

Two-seat tailless fighter sesquiplane. The fourth Pterodactyl, and third and final Westland-Hill production, was the Pterodactyl Mk. V, which made its appearance in 1932. This machine was an impressive two-seater fighter, powered with a 600hp Rolls Royce Goshawk engine, and differed noticeably from previous Pterodactyl designs. The most striking departure was the tractor arrangement of the engine, as opposed to the earlier ''pusher" types, while the wings were in sesquiplane form, with the upper plane raised above the fuselage.

 

The military advantages foreshadowed in the first Pterodactyl were brought to practical form in the Mark V, the rear cockpit, immediately aft of the pilot, being fitted with an electrically-operated twin-gun turret. The unobstructed field of fire from this position has only been equalled by the tail gun-turrets of modern multi-engined bombers and, with a performance equal to that of its contemporary, the Hawker Hart, the Pterodactyl V was an ideal fighter type.

 

Test flights, by Mr. H. J. Penrose, showed that with this example the tailless type had attained a degree of performance, stability and control equal to the conventional aeroplane. It was demonstrated to be fully aerobatic and even capable of inverted flight, but, although so successful as an experimental machine, certain secondary problems rendered a degree of re-design necessary for production.

 

[FrancescoBaracca]

http://www.luft46.com/duart/duf42-2.jpg

[Ospite intruder]

Waco Baby Flying Boat, 1919

 

[Ospite intruder]

 

Un Fort a cinque motori non è tanto comune...

[Blue Sky]

Un Fort a cinque motori non è tanto comune...

 

Quoto

 

 

 

In 1946, two B-17Gs were modified as flying testbeds for experimental turboprop engines, with the company number of Model 299-Z. All the military equipment was removed, the pilot's cockpit was moved farther back, and the nose was completely modified to accommodate the experimental engine.

Later the first aircraft was used to test the Wright XJ65 turbojet, the engine being slung below a streamlined nose structure and the intake being covered with a cap for protection during ferrying. This aircraft contuned flying untill crashing on takeoff in 1980.

[Ospite intruder]

AMBI-BUDD WERKE FLYING CAR MOCK-UP

 

Per fortuna non è mai andata oltre il mock-up, già è pieno di incidenti stradali e aerei così, a vedere sto sgorbio chissà cosa succedeva...

[Ospite intruder]

 

BUGATTI MODEL 100 RACER

 

 

VIDEO

 

 

 

The Bugatti Model 100 airplane was designed in 1937 by Louis D. de Monge a Belgian aviation pioneer.

 

The design came about at the request of Ettore Bugatti, a self-taught automobile engineer and designer. Bugatti became famous for building cars, racing engines, railcars, helicopter blades, automotive tooling, crankshaft for Hispano-Suiza aircraft engines and many other innovative automotive and aviation related components.

 

When Bugatti contacted de Mong in 1937, his goal was to compete in the famous "Coupe Deutch" air race and ultimately break the world speed record.

 

The Bugatti was originally designed for one engine and a single propeller. Shortly after the initial sketch was made, the design was revised to include a second engine, located behind the first one, and a second, counter-rotating propeller.

 

Construction of the prototype began in 1938 at the Bugatti factory in collaboration with de Monge. For a variety of reasons including delays in seeking patents and the death of Bugatti's son Jean in 1940, the aircraft was disassembled and moved to the family castle in Ermenonville.

 

Ettor Bugatti died in 1947 and the aircraft was sold to M. Serge Pozzoli in 1960. In 1970 Pozzoli sold the aircraft to Raymond Jones, a car collector for the Bugatti engines. The fuselage passed from hand to hand until it was finally donated to the Experimental Aircraft Association (EAA) museum, in Oshkosh, Wisconsin, in 1996. After being gifted to the EAA, the aircraft was restored and now hangs in the visitor gallery of the museum.

 

 

 

Specifications

 

Length 7.7m

Height 2.25m

Weight 1350 kg

Wing Area 8.2 m²

Power 2 - 4700 cm³

8 - cyl

aluminum block

water-cooled

Bugatti T50B1

Est Top Speed 885 kmph

Landing Speed 130 kmph

Modificato 22 Dicembre 2008 da intruder

[Ospite intruder]

 

 

Roteron XM-1, 1946

 

This photograph shows the Roteron XM-1 single-seater helicopter. The weight is given as 104kg, the rotor span 4.72m, and the length 3.25m. Steel tube frame; alloy and plastic covering.

 

In 1945 William Thomas, President of the Roteron Corporation, began work on a midget helicopter of an original design. By placing the engine between the two co-axial rotors, he had more space available in the fuselage, and considerable saving in construction also resulted because power was directly transmitted to the rotors.

1946 XM-1

 

The outstanding feature of this single-seater helicopter was the position of its 5-cylinder engine between the two contra-rotating co-axial rotors. The latter each had two sets of blades, a longer set below a shorter set which, however, produced an anti-torque effect. Both sets of blades were made of solid laminated maple wood. The pitch and speed of either rotor could be controlled and in case of engine failure they could turn by auto-rotation.

 

The fuselage consisted of a steel tubing frame covered with an aluminium skin. The rudder, supported at the end of two tubes, could pivot from the vertical to the semi-horizontal position. The tricycle undercarriage had three fully swivelling wheels.

 

 

 

 

 

 

Questo è solo un progetto, ma è troppo figo per lasciarselo sfuggire. Altro che la fantascienza!

 

 

 

Yakovlev VVP-6

 

 

Development of jet-lift V/STOL aircraft made it desirable also to develop supporting vehicles able to supply the dispersed and frequently moved operating bases with food, fuel and munitions, and also to provide defence. Yakovlev produced this remarkable project for a complete flying SAM (surface-to-air missile) system.

 

The huge box-like fuselage, some 49m long, carried six V-750 (11D) or V-755 (20D) [ASCC name 'Guideline'] missiles ready to fire on their launchers, plus reloads and the supporting radars and auxiliary power supplies. It was lifted by six six-blade rotors, each driven by four turboshaft engines. The requirement evaporated with failure to put land-based V/STOLs into service.

Modificato 22 Dicembre 2008 da intruder

[Ospite intruder]

Altra macchina italiana di aspetto insolito:

 

 

SAI - Ambrosini S.S. 4

 

Con lo svolgersi dell’attività dell’ing. Sergio Stefanutti presso la S.A.I. ( Società Aeronautica Italiana, con sede e scuola di pilotaggio a Castiglione del Lago ), in armonia, dopo l’assorbimento da parte dell’ing. Angelo Ambrosini, con le idee già espresse in precedenza attraverso il moto-aliante ligneo S.S.2 del 1935 ed il successivo S.S.3 Anitra ( MM.372 ) del 1937, si arrivò al S.S.4 ( Sai Stefanutti modello 4 ), ultima evoluzione di un progetto “canard”.

 

L’idea dell’ing. Stefanutti risultava basata su una struttura interamente metallica in lega leggera e rivestimento in lamierino, nella quale il motore ( un Isotta Fraschini Asso XI RC.40 da 960hp. ) veniva ancorato ad una fusoliera concepita su 2 travi longitudinali.

 

Completavano la struttura le ali basate su un bilongherone, ed un carrello triciclo anteriore completamente retrattile.

Analoghe situazioni erano riservate agli impennaggi verticali ed orizzontali anteriori.

 

L’armamento, concentrato nel muso, totalmente libero, era costituito da 2 cannoni Mauser da 20mm. ed un cannone da 30mm. ( mai montato sul prototipo ).

 

Il motore, posizionato alle spalle della cabina di pilotaggio, azionava un’elica spingente tripala a passo variabile in volo.

 

Il progetto, che l’amministrazione militare immatricolava come MM.387, veniva realizzato all'inizio del 39.

 

Il 07/03/39 spiccava il suo primo volo a Castiglione del Lago ai comandi del collaudatore Ambrogio Colombo.

 

Constatato il buon comportamento in volo lo stesso collaudatore richiedeva di poter effettuare un altro volo.

 

Durante il nuovo volo, effettuato il 08/03, il pilota dovette interrompere la prova cercando di portarsi all’atterraggio sullo stesso aeroporto.

 

Durante tale manovra, purtroppo il velivolo finiva fuori pista contro un filare di alberi. Nell’urto il blocco motore veniva proiettato in avanti provocando di fatto la morte del pilota stesso.

 

L’inchiesta subito avviata stabilì che le vibrazioni trasmesse dal motore alla struttura metallica portarono al distacco di un alettone, alettone stesso che risultò essere stato montato in modo errato.

 

Assolto il velivolo, purtroppo le circostanze, che vedevano schierati contro un aereo così all’avanguardia gli alti comandi, portarono all’abbandono dell’intero progetto.

 

 

 

 

BIBLIOGRAFIA (per questo e altri velivoli): Evangelisti – Macchine bizzarre nella storia dell’aviazione – Ed. Olimpia

[Ospite intruder]

Certo, i francesi hanno un discreto giusto dell'orrido... notate la posizione assurda della cabina e di quel poveraccio dietro il muso.

 

 

 

 

 

 

CAUDRON C.670

 

A prototype twin-engined high-speed bomber based on C.640 mail-carrier, flown in March 1937; it accommodated a crew of three comprising a bomb-aimer in the nose and the pilot and gunner under a raised glazed canopy; intended armament was two 20mm cannon, one 7.5mm machine-gun and two bombs of either 100kg or 250kg depending on target distance; performance similar to C.640, dimensions and weights slightly increased; bore the provisional service serial FW-006, but soon abandoned.

[Ospite intruder]

Hafner "Rotabuggy", 1943

 

 

Designed by Austrian Raoul Hafner of the British Airborne Forces Experimental Establishment, the Rotabuggy was essentially a jeep converted into an autogiro as a way of giving airborne forces some ground ttansport. Initial flight trials, with the Rotabuggy towed behind a Whitley bomber, proved exhausting to the pilot who had to hang on to the control column which thrashed continuously around the cockpit. On flights where the tow cable remained attached there were some scary moments as the Rotabuggy, on the edge of a stall, touched down after the tow plane left and the driver took over. Development of vehicle-carrying gliders provided a safer and more efficient way of getting jeeps with more equipment (such as towed light guns) to the battlefield and the Rotabuggy never saw service. Another of Hafner's ideas was the Rotatank, a modified Valentine tank, which fortunately never left the drawing board.

 

 

Dettaglio dell'"abitacolo".

Modificato 23 Dicembre 2008 da intruder

[Blue Sky]

Pionieri del volo :asd:

 

 

The Eole

[Ospite intruder]

De Schelde S.21

 

[Ospite intruder]

 

The Vultee XP-54 Swoose Goose

 

On November 27, 1939 the US Army Air Corps issued Circular Proposal R-40C, which called for a fighter that would be much more effective than any extant — with a top speed, rate of climb, maneuverability, armament, and pilot visibility, all of which would be far superior to those of any existing fighter. In addition, the fighter was required to have a low initial cost and had to be easy and inexpensive to maintain. The Army specifically mentioned in R-40C that they would consider aircraft with unconventional configurations.

 

No less than 50 responses came in. Many of them were quickly ruled out, but by the end of 1940, four designs were considered sufficiently worthy of further study. These were designs submitted by Bell, by Curtiss, by Northrop, and by Vultee.

 

 

 

 

The Vultee Aircraft Corporation's only previous venture into fighter design had been the Model 48 Vanguard, which had been unsuccessful in attracting any Army production contracts. Nevertheless, Richard Palmer's team at Vultee came up with the proposal which was judged the best of the entrants. An initial Army contract covering engineering data and wind tunnel models was issued on June 22, 1940. A contract for one prototype was issued on January 8, 1941 under the designation XP-54. A second XP-54 was ordered on March 17, 1942.

 

The XP-54, designated Model 84 by Vultee, was a twin-boom, low-mounted, inverted gull-wing monoplane powered by an engine mounted in pusher configuration. The engine was to be the Pratt & Whitney X-1800-A4G (military designation H-2600) twenty-four cylinder liquid-cooled engine offering a power output of 1850 hp and driving a set of contra-rotating pusher propellers. The Model 84 was actually an outgrowth of an earlier Vultee proposal known as Model 78, which had a similar configuration but was to be powered by a unsupercharged Allison V-1710 liquid-cooled engine. The single-seat cockpit was sited in the center section of the bullet-shaped fuselage. Magnesium alloy construction was to be used throughout the fuselage. A tricycle landing gear was fitted, with the nosewheel retracting into the fuselage and the mainwheels retracting into the booms.

 

The center wing section was designed around the newly-developed NACA "ducted wing", in which the airflow was taken in via narrow slots in the wing leading edge and directed over the oil and coolant radiators and then to the intercoolers and eventually fed into the engine via ducts in the wing trailing edge. The landing flaps were so designed that their secondary function was to regulate the airflow through the coolers. This innovation made it possible to house the coolant radiators and the intercooler entirely within the wings.

 

The original mission of the XP-54 was envisaged to be low- and medium-altitude combat. Six 0.50-inch machine guns were to be mounted in the nose. The estimated maximum weight was 11,500 pounds, and maximum speed was expected to be no less than 510 mph at 20,000 feet, taking six minutes to reach that altitude.

 

On September 7, 1940, the USAAC announced to Vultee that they were changing the mission of the XP-54 from that of low-level combat to that of high-altitude bomber interceptor. This change necessitated the development of a pressurized cockpit and the installation of turbosupercharging equipment. Armament was changed to a pair of 37-mm T-12/T-13 cannon with 60 rpg and twin 0.50-in M2 machine guns with 500 rpg, all mounted in the nose. The Army also required the fitting of heavy armor protection for the engine and pilot. All of these changes caused the estimated gross weight to creep up to 18,000 pounds.

 

The pressurized cockpit requirement, combined with the considerable height of the aircraft from the ground, made cockpit entry and exit a problem. In order to attack these problems, a unique solution was evolved — a pilot seat which functioned as an elevator. In order to enter the aircraft, the seat was electrically lowered from the bottom of the aircraft by a switch mounted on the outside of the plane. The pilot would sit down on the seat, throw a switch, and the seat would electrically raise itself up into the aircraft until it reached the flight position. Flight control cables were routed around the opening in the floor, and an inverted U-column was used to support the pilot's control wheel. This ventral access was also valuable in that it made possible the design of a fixed cockpit canopy, which simplified the problem of making a pressure-tight seal. In an emergency (assuming sufficient altitude were available), the elevator seat assembly would be catapulted downward clear of the propeller, making the XP-54 the first American fighter to be fitted with an ejector seat.

 

The nacelle-type fuselage incorporated yet another unusual feature. Because of the different muzzle velocities of the cannon and machine guns, the entire nose section was moveable so that direction of fire of the machine guns could be elevated by as much as three degrees or depressed by as much as six degrees without changing the flight attitude. The cannon were fixed and did not move. The movement of the nose section and the machine guns was controlled by a special compensating gunsight. The management of these differentially-pointing guns probably would have been a real nightmare.

 

In October 1940, Pratt & Whitney discontinued all work on its X-1800 engine, and Vultee decided to substitute the 2200 hp twenty-four cylinder liquid-cooled Lycoming XH-2470 in its place. The Lycoming engine was still under development for the Navy at the time. The Lycoming engine was to be fitted with a turbosupercharger, in view of the XP-54's newly-assigned high-altitude role.

 

With all of these changes, it came as no surprise that the delivery date slipped substantially from the promised date of July 1942. The first XP-54 (41-1210) did not, in fact, fly until January 15, 1943, when test pilot Frank Davis took it for a 31-minute flight from Muroc Dry Lake (now Edwards AFB). This flight went fairly uneventful except for the malfunction of the Curtiss propeller. It was subsequently replaced by a Hamilton-Standard unit. By March 11, ten flights had been made, but it was clear that performance was substantially below that which was guaranteed. In addition, the engine showed metal traces in the oil, and the aircraft was returned to Downey for an engine change. 86 more flights were carried out at Ontario AFB, California, and on October 28, the XP-54 was flown to Wright Field for service testing. However, the Lycoming engine again developed serious problems, and the entire engine had to be returned to the manufacturer for repairs. Repair costs turned out to be prohibitive, and the engine had to be scrapped.

 

By that time, the continual troubles with the Lycoming H-2470 engine had led the Navy to abandon the program. The XP-54 was therefore left without an engine. A proposal to adapt the Wright R-2160 Tornado radial engine to fit the XP-54 airframe was briefly considered, the project being redesignated P-68. However the Tornado engine also failed to achieve production, and the P-68 project was abandoned. Although it appeared possible to install the Allison W-3420 in the XP-54 without major structural changes, the delay and expense involved in making such a change resulted in the decision being made not to try to introduce the XP-54 into quantity production. There was even thought given to the installation of a jet engine in the XP-54 airframe, but such a proposal was rejected on the grounds of cost.

 

The second XP-54 (41-1211) was delayed by the need to change from two Wright turbosuperchargers to a single experimental General Electric XCM model. Consequently, by the time it was ready for flight, all hope of quantity production of the XP-54 had been abandoned. The second XP-54 finally took to the air on May 24, 1944, when it was taken on a 20-minute flight from Downey to Norton AFB, California. The engine/turbosupercharger combination was found to be unsatisfactory and they were returned to the manufacturer. Although another engine was fitted to the second XP-54, it was never flown again. The nose section was sent to Elgin AFB for armament tests (the guns were never fired from the air). The rest of the airframe was scrapped. The first XP-54 was static tested to destruction at Wright Field.

 

The XP-54 was the last project that the Vultee corporation carried out for the USAAF under its own name. In June 1943, Vultee Aircraft, Inc. merged with Consolidated to form Consolidated Vultee Aircraft Corporation. Although the name of the new conglomerate was contracted to "Convair" internally, this name was not officially registered until 1954 when Convair became a division of General Dynamics.

 

Specifications:

 

Maximum speed: 381 mph at 28,500 feet, 290 mph at sea level.

Initial climb rate: 2300 feet per minute. Climb to 32,100 feet in 27.7 minutes.

Service ceiling: 37,000 feet.

Weight: 15,262 pounds empty, 18,233 pounds normal load, 19,337 pounds maximum.

 

Dimensions:

Wingspan: 53 feet 10 inches

Length: 54 feet 8 3/4 inches

Height: 14 feet 6 inches

Wing area: 455.5 square feet.

 

 

]

Modificato 24 Dicembre 2008 da intruder

[Ospite intruder]

Custer Channel Wing, 1943

 

[Blue Sky]

Custer Channel Wing, 1943

Ho trovato un video pieno di obbrobri volanti, in cui c'è anche il Channel Wing

 

Wingless Wonders

[Ospite intruder]

Quel filmato è agghiacciante, dovrebbe essere vietato senza distinzione di età.

 

 

Bisnovat SK1, URSS, anni Trenta

 

[Ospite intruder]

 

'Dingo' amphibian by NPP "AeroRIK" (Designer General Viktor Morozov)

 

 

Light multi-role amphibian aircraft with air cushion landing gear, 'Dingo' was designed for cargo-passenger operation from most basic airfields, without developed infrastructure. Aircraft has no analogs on the World market. The basic cargo-passenger model may be re-equipped for any of following roles:

 

- Monitoring of pipelines and electric power lines

- SAR operations

- Aerial cartography

- Farming

- Detection and neutralization of oil spills

- Fish search

- Liaison

- Firefighter

 

'Dingo' can also operate as a shipborn plane in any roles listed above. Both domestic and imported avionics is considered.

'Dingo' has twin-tailboom layout with low wing and raised tailplane. Pusher and lift engines are located behind the fuselage. 'Landing gear' consists of air cushion, contained between inflatable pontoons and takeoff/landing flaps located at the leading and trailing edges of the wing. In case of failure of both engines, non-crash landing on the ground field is still possible. Utilizing of wing-in-ground effect on touchdown and pontoons as 'skids' provides sufficient safety.

[Mone]

C337:

 

L'Ambrosini SS4 l'avevo già postato io

Modificato 24 Dicembre 2008 da Mone

[Ospite intruder]

 

The Aerial Distributers DWI-1 Distributer Wing is a prototype of agricultural plane of work drawn by Ken Razak and built with the the United States in 1964.

 

 

An original mode of pulverization

It acted like all the apparatuses of this category of a single-seat monoplane with low wing cantilever and fixed traditional train. Its originality held in the mode of pulverization, which removed the external slopes while contributing to the dynamic check of the plane: An engine Lycoming O-235 of 108 ch actuating an axial compressor was installed right under the engine which actuated the propeller. The compressed air by this compressor ensured the pulverization of the dry products contained in the tank located between the engine and the pilot by slits of trailing edges located in front of the shutters. One thus had simultaneously a blowing of the shutters and a side propelling effect. The tank of product to be pulverized was larguable and carburizing it placed in the leading edges of the wing. Only one prototype was built, the first flight having been carried out on January 30th, 1965. This apparatus was not the subject of any development because of an unfavourable market. Prototipo di aereo agricolo, quella specie di tubo sotto il motore era una specie di compressore

[Ospite intruder]

Un po' di obbrobbri, tanto per tenere alto il morale la mattina di Natale:

 

Aerocar One

 

 

Aero Vodochody Ae-45 Series II

 

 

 

Aero Vodochody Ae-145

 

 

 

Aero Design Buccaneer SX

 

Aerocar Coot A

 

 

Aero Adventure Aventura II

 

 

 

Aero Adventure Aventura UL

 

Aerocar Coot

Modificato 25 Dicembre 2008 da intruder