aerei curiosi

[Ospite Peppe]

Si dice ekranoplano .

Da Wiki: Ekranoplano

E qua c'è pure un topic.

http://www.aereimilitari.org/forum/index.php?showtopic=1091

Modificato 8 Settembre 2008 da Peppe

[Blue Sky]

Mil V-12


By far largest helicopter ever built, this was unusual extrapolation of Mi-6 a decade later to match greater fixed-wing airlift of An-22 and Il-76. To avoid immense task of developing new set of rotors, reduction gears and transmission, decision taken to double up Mi-6 dynamics and use two sets of Mi-6 engines, gearboxes and lifting rotors side-by-side, left rotor being mirror image, with small overlap. Rotor rpm reduced to 112; gearboxes linked by transverse shafting. Axes inclined forward 4°30’. Engine/rotor groups carried on wings of light-alloy stressed-skin construction with 8° dihedral, sharp inverse taper and set at incidence 7° root 14° tip. Braced at root and tip to main landing gears with torque reacted by horizontal bracing to rear fuselage. Inner/outer trailing-edge flaps fixed in up position after flight trials. Fuel in outer wings and two external tanks; optional ferry tanks in cabin. Fixed twin-wheel landing gear with main tyres 1750 x 730mm, pneumatic brakes, and steerable nose tyres 1200 x 450mm. Large stressed-skin fuselage with crew door each side, three sliding side doors and full-section rear clamshell doors and ramp with left/right twin-wheel ventral bumpers. Aeroplane tail with fin, tabbed rudder, dihedralled tailplane with tabbed elevators, and endplate fins mounted vertically but toed inwards. Flight deck for pilot (left) with engineer behind and co-pilot (right) with elec-syst operator behind. Upper flight deck for nav with radio operator behind. Hydraulic flight control with emergency manual reversion. Autopilot with three-axis autostab; mapping radar under nose. AI-8 turbine APU for ground power and engine start. Main cabin 28.15m long, 4.4m square. Overhead gantry crane with four 1t hoists. Tip-up seats along sides (50 to 120).
First hover 1967 terminated by impact with ground causing severe damage; cause coincidence of primary airframe aeroelastic freq with natural freq of control system, causing uncontrollable vertical oscillations. Second (21142, now at Monino) flown by V.P.Koloshchyenko Aug 1969 to 2255m with payload of 40,204.5kg. NII tests completed and demos at Paris, but abandoned because Mi-26 far superior. ASCC name ‘Homer’. (www.aviastar.org)



Mil V-12

[Doiman]

:asd:

[Blue Sky]

Armstrong Whitworth AW.52

Through being involved in laminar-flow wing development Armstrong Whitworth was keen to put its experience to practical application and proposed a jet-powered four-engined 120ft span laminar flow flying wing bomber. The design was to be evaluated through the use of a 1/3 scale glider. The end of the war brought an end to the project but not before work had started on the AW-52G glider. It first flew on 2 March 1945. Armstrong Whitworth, after cancellation of the bomber project, maintained its interest in a large flying wing and was eventually given a contract to produce two prototypes. To give some point to the project beyond research the type was designed to carry 4,000lbs of mail. The first Nene-powered aircraft flew on 13 November 1947 and eventually achieved speeds of around 500mph. It crashed on 30 May 1949 through control problems and the pilot, John Lancaster, made the first emergency ejection in Britain. The 2nd AW52 was powered by the Derwent and it flew on 1 September 1948, later on trials with the RAE until May 1954 when it was scrapped.(www.airbornegrafix.com)

[Unholy]

Una chicca:

 

Vanguard Omniplane!

 

 

Vanguard Omniplane

 

Questo è in francese...

[oberst-krieger]

Northrop XP-56 Black Bullett

Northrop XP-55 Ascender

XP-79

XP-79 Cockpit

[Blue Sky]

Henschel Hs P.75

 

 

This 1941 aircraft design was to be a possible successor to the Messerschmitt Bf 110 heavy fighter. Although of a unusual configuration for that time, there were advantages (and disadvantages) to its rear wing/forward canard construction. The Hs P.75 featured a tapered fuselage, with the slightly swept-back wings being mounted mid-fuselage and set back to the rear of the aircraft. The widened fuselage was designed to house the Daimler Benz DB 610 engine, which were two DB 605 engines joined side-by-side, just aft of the cockpit. These were the same engines that the Heinkel He 177 used, and were found to be prone to overheating and catching fire.Due to this development, they were changed in 1942 to the liquid-cooled, 24 cylinder Daimler Benz DB 613 engines (two coupled DB 603s) that produced 3500 horsepower. Both engine configurations were to drive contrarotating propellers (to offset tourque) of a 3.2m (10' 6") diameter via an extension shaft. There were a pair of swept-back canards located on the nose of the aircraft, that were to serve the purpose of elevators. The vertical tail unit was mounted beneath the fuselage, so that it could act as a tail bumper upon takeoff so that the propellers would not strike the ground. Since the propellers were located at the rear in a pusher configuration, a tricycle landing gear arrangement was chosen. Fuel was contained in three tanks, one in each wing and one behind the cockpit. A single pilot sat in the cockpit which was located about midway along the fuselage, and four Mk 108 30mm cannons were mounted in the nose. The advantages of the pusher propeller/forward canard design was that it opened up the pilot's view, plus the weapons installation was much simplified and could be concentrated. The disadvantages would be engine cooling plus an ejecction system or propeller jettison would have to be designed for the pilot to safely exit the plane in case of an emergency. This basic design was realized in several WWII aircraft designs, notably the Kyushu J7W1 Shinden and Curtiss XP-55 Ascender . Although good results were obtained with a model in the windtunnel, this design was not followed up. www.luft46.com

[Blue Sky]

Heinkel He 176

 

 

The story of the Heinkel He 176 rocket powered aircraft has been clouded in mystery and incorrect information for many years. Only in the last few years have some of the real facts emerged.

Although there had been a few rocket powered planes earlier (Espenlaub's E 7 and the Opel-Sander Rak-1), these both used solid fuel rockets. The He 176 was to be the first aircraft in history to fly using only liquid-fueled rocket power.

A proposal was first put forth in Berlin in May 1935 by Major Wolfram von Richthofen to develop a rocket-powered interceptor for the use against high flying bombers. This led to the Heinkel He 176 prototype, and eventually the Messerschmitt Me 163, the world's first rocket-powered combat interceptor.

Design work was begun in late 1936, with detailed engineering drawings being completed around July 1937. Construction of the prototype began at the same time. All design work for the Heinkel He 176 was done in Sonderentwicklung I, a department that was kept isolated from the remainder of the Heinkel factory at Rostock-Marienehe. The men who designed the He 176 were:

 

* Walter Künzel - project leader/engine installation

* Walter Günter - aerodynamics (suffered a fatal accident on September 21, 1937)

* Adolf Jensen - aerodynamics/flight mechanics

* H. Bosch - Loading and stress analysis

* H. Regner - detail design

* Jacob - landing gear

 

The He 176 featured a circular cross-section fuselage with the diameter being barely large enough for a pilot to be seated in a reclining position. The wings had a elliptical planform with a straight leading edge, and featured positive dihedral. The original wings were to hold the fuel supply, but problems necessitated the use of a dual spar design for the prototype. Behind the cockpit were located the fuel tanks (methanol and "super" hydrogen oxide) and the Walter HWK R1 rocket engine. A Werner von Braun developed rocket engine was originally planned for the He 176, but it proved too large. The Walter engine's thrust could be regulated pneumatically between 500 kg (1102 lbs) and 600 kg (1323 lbs) of thrust. A "tail dragger"-type retractable landing gear was chosen, but a fixed nose wheel was added for taxi and towing trials at Peenemünde. The man gear retracted to the rear into the fuselage. Although the pilot was reclined, the extensive cockpit glazing provided an excellent view. In an emergency, the entire forward cockpit section could be jettisoned via an explosive charge, after which a braking parachute enabled the pilot to bail out.

Between July 9 - 13, 1938 the He 176 was tested at the large windtunnel at Göttingen. Although the He 176 program was begun at the Heinkel factory at Rostock-Marienehe, the completed prototype was soon moved to Peenemünde, where better secrecy could be maintained. Tests were conducted with a wooden cockpit mockup dropped form a Heinkel He 111 from an altitude of between 6000 to 7000 meters (19685 to 22966 feet). To obtain accurate data, a life-sized mannequin was made with human like articulations, and dropped with the mockup cabin. On the beach at Usedom (near Peenemünde) the He 176 prototype was towed behind a 7.6 liter Mercedes for taxi trials, with ground speeds of 155 km/h (96 mph) being reached. The first short air hops took place in March 1939 under rocket power, with very limited amounts of fuel in the aircraft.

The first official flight of the Heinkel He 176 V1 was on June 20, 1939 flown by Flugkapitän Erich Warsitz.* On the next day, June 21, the He 176 was demonstrated in front of some of the RLM leaders (Ernst Udet, Erhard Milch). Udet was not impressed, and prohibited further tests due to the inherent dangers of rocket flight. This ban was twice lifted and twice issued again until July 3, 1939, when another demonstration was arranged at Roggentin for Adolf Hitler and more of the Third Reich leadership.

An official order was issued on September 12, 1939 terminating any further work on the He 176 project. The prototype aircraft stayed under wraps for years at the Heinkel factory at Rostock-Marienehe, but was eventually crated up and sent to the Air Museum in Berlin, where it was destroyed in an air raid in 1944.www.luft46.com

Modificato 16 Settembre 2008 da Blue Sky

[Ospite Peppe]

Ragazzi... vi lascio qualche tempo e mi postate tutta sta' roba?!

Complimentoni a tutti... foto davvero interessanti!

[Mone]

Questo è l'XC-120 "Packplane",derivato dal Fairchild C-119B,dotato di container removibile

(Purtroppo non riescono a mettere le foto,ma solo il il video)

 

XC-120 Pacplane

[Blue Sky]

Nicolas Florine

 

Nicolas florine

[oberst-krieger]

non vale! questo è un elicottero!

[Blue Sky]

non vale! questo è un elicottero! tongue.gif tongue.gif

 

 

Vale Vale, è stato postato di tutto, perfino una macchina volante!!!

[Mone]

Horatio Philips Multiplane:

 

 

 

 

 

 

 

 

Derivato della bomba volante V-1 il Fieseler Fi 103R (forse già postato ):

 

[Blue Sky]

Edgley EA7 Optica

 

 

 

Combining the visibility of a helicopter with outstanding slow-flying capabilities, the original concept for the Edgley EA7 Optica was as a three-seat touring aircraft. Designer John Edgley, at that time a post-graduate student at the Imperial College of Science & Technology, London, began the final aerodynamic design in 1974 and a model was wind tunnel tested in 1975. Construction of a prototype began in 1976 in London, and final assembly was carried out at the College of Aeronautics, Cranfield. The first flight was made on 14 December 1979 with a 119kW Avco Lycoming O-320 engine but this was later changed to a 134kW IO-360. The engine drives a five-bladed fixed-pitch ducted fan, and the Optica is claimed to be the world's quietest powered aircraft.

Mounting the whole cockpit assembly ahead of the fan and engine gives the pilot and passengers 270° panoramic vision, plus almost vertical downward vision; the cockpit canopy design allows photography through the panels. The tricycle landing gear is fixed and unfaired, with maintenance-free solid suspension, and the airf rame is of all-metal construction; its internal cabin width of 1.68m permits three-abreast seating, while baggage space and positions for mounting specialised observation equipment are provided behind the seats and in the unrestricted floor area in front of the two passenger seats. Roles for the Optica are virtually unlimited, from the obvious aerial photography and surveillance patrols to traffic reporting, powerline inspection etc, and it has the ability to perform much of a helicopter's work with fixed-wing economy and range. Considerable interest was shown in the Optica from the time of its first appearance, and at the 1981 Paris air show the announcement of a first production order was made - 25 for Australian distributor H. C. Sleigh Aviation Ltd.

With GBP 2.3-million funding, Edgley bought Old Sarum airfield near Salisbury, and set up a production line in existing hangars. Initial plans covered the construction of 200 aircraft, beginning in mid-1983, with first production models to be available at the end of that year for approximately GBP 55,000 each. However, the crash of an early production aircraft in 1985 led to the collapse of the company. In October 1985, Optica Industries was formed to continue activities, and by the end of 1986 15 aircraft had been produced. In January 1987 the factory was destroyed by arson along with all but one airworthy Optica. The company was reformed again as Brooklands Aircraft (later Aerospace), and the Optica Scout, renamed the Scoutmaster, returned to production with a 194kW Textron Lycoming O-540 engine. Six had been delivered to customers by the end of 1989. In March 1990, after building another five aircraft, all manufacturing was halted and a receiver called in. In July 1990 the Optica project was acquired by Lovaux Ltd at Hum and a resumption of full-scale production and marketing is planned. Continuing optimism for the Optica concept is supported by market studies indicating that around 8,000 aircraft are used wholly or partly for observation work, ranging from expensive helicopters to simple single-engined fixed-wing types, but none specifically designed for the task, and a sales penetration of 5% or 10% would bring substantial business. www.aviastar.org

[Ospite Peppe]

Quello postato da te, Blue, non ricorda vagamente il drone Sky-X ?

[Johnny_Kulera]

Guardando le foto postate in questo topic mi sembra di vedere una puntata del cartone animato "Dastardly e Muttley e le macchine volanti".

 

Magari i più vecchietti se lo ricordano...

 

[Blue Sky]

Guardando le foto postate in questo topic mi sembra di vedere una puntata del cartone animato "Dastardly e Muttley e le macchine volanti". smile.gif

 

Magari i più vecchietti se lo ricordano...

 

Assolutamente indimenticabili, era un cartone animato molto simpatico!

 

Dastardly & Muttley -Squadrone avvoltoi -Ep.23-ITA

Modificato 20 Settembre 2008 da Blue Sky

[gobbomaledetto]

Guardando le foto postate in questo topic mi sembra di vedere una puntata del cartone animato "Dastardly e Muttley e le macchine volanti".

 

Magari i più vecchietti se lo ricordano...

 

 

Medaglia, medaglia... viva Muttley!!!

Modificato 20 Settembre 2008 da gobbomaledetto

[paperinik]

Stop the pigeon, stop the pigeon....

 

Mitico quel cartone animato!

[saville]

Magari i più vecchietti se lo ricordano...

 

[Mitico! Lo guardavo con i miei figli ...

[Johnny_Kulera]

per farmi perdonare l'OT ... vi riporto IT con il DFW T.28 Floh

 

 

e altre immagini del modellino cliccando qui.

 

L'originale è questo e mi sembra di capire sia rimasto a livello di prototipo

 

 

dal sito http://members.jcom.home.ne.jp/mig_exp/german-gazou.html

 

dove si trovano altri aerei curiosi.

Modificato 21 Settembre 2008 da Johnny_Kulera

[Blue Sky]

Rutan Defiant

 

[Blue Sky]

Martin X-24A

[Blue Sky]

Ehm... Questa è una presunta foto del Tank Volante segnalato in passato da Intruder non ricordo dove!

 

Modificato 24 Settembre 2008 da Blue Sky