Photo Album
Different types of aircraft from around the world-
S.E.5A Replica N125QB c/n D2340 built and flown by Jack Kearsbey in the U.S.A.
Fokker D.7 Replica N1918P c/n 6880 built & flown by Byron Peterson in the U.S.A,is fitted with a Fairchild 6-440 engine.
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The following photographs were taken at Phoenix Deer Valley Airport (DVT) Phoenix,Arizona on 04-01-2001 and show a Canadair CL.215 water bomber,registered with Canadian marks C-GHVX on 19-01-2001 to Bombadier Inc,North Bay,Ontario,the serial is Greek Air Force 2055 which is also its manufacturing serial number,this aircraft was originally built as series 215-811 but has now been modified to turboprop configuration,the plate near the tail states a model CL.415,at the time that the photograph was taken she was on her way back to Greece.
The CL.415 Water bomber is powered with two Pratt & Whitney Canada PW123AF Turboprops which give a cruise speed of 240 mph,this magnificent machine is in service throughout the world with fire fighting organisations,a world beater the aircraft originally appeared with Pratt & Whitney R-2800-C-A3 radial piston engines,the design can be retrofitted with the newer turboprops.
The type made its first flight back on 23rd October 1967 and made its first water take offs in 1968 with full certification being obtained for Canada & the U.S.A during 1969.
A total of 112 aircraft had been delivered up until March 1989 going to the governments of France,Italy,Spain,Thailand,Venezuala,Yugoslavia,a nd 8 Canadian provinces,the aircraft can scoop up salt or fresh water via scoops positioned underneath the machine,or ground loading at airports where retardents such as borate is added with a capacity of 1,412 U.S Gallons,the aircraft have also been used to drop foam onto oil fires using a foam injection device fitted on board.
Patrol and rescue are also ideal roles for this type of aircraft and she can be configured for flight engineer,navigator and two observers in this role.
The Turboprop version was announced in August 1986 and became available as a retrofit for the many delighted operators during 1990,44 per cent of sales revolve around firefighting and aerial spraying,the other sector being maritime,military or surveillance tasks.
Ferry range with a 1,950 lb payload is 1,295 miles,a true workhorse serving the nations of the world.
Note the enormous endplate fins on the winglets,a feature of the CL.215T these direct eddy currents upwards and away from the airframe.
Just visible are the huge and effective fowler flaps which give a stall speed of 88 mph at a 15 degree setting.
The well sealed undercarriage units which fold neatly into the fuselage sides.
The huge water tanks can be filled in ten minutes whilst skimming the water at 81 mph.
Mooring connector and the specially strengthened hull sections are evident in this view.
Superb engineering is the keynote of of the CL.215 a machine built to withstand harsh operating conditions,the high standards of sealed rivetting are evident here..
The new winglets on the CL.215T also produce additional lift as well as serving airflow deflection,this one is a tough bird to withstand low level buffeting and speedy retardent delivery.
And a view of the starboard side showing the angled assymetric tail fins
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The Bob Hoover story
After his Spitfire was shot down by a Focke-Wulf 190 over the Mediterranean in 1944, Hoover was captured and spent 16 months in the Stalag Luft 1 prison in Barth, Germany. He eventually escaped, managed to steal a Fw 190 (which, of course, he had never piloted) and flew to safety in Holland. After the war Hoover signed up to serve as an Army Air Forces test pilot, flying captured German and Japanese aircraft. He became buddies with Chuck Yeager; Hoover was Yeager's backup pilot in the Bell X-1 program, and he flew chase in a Lockheed P-80 when Yeager first exceeded Mach 1.
Hoover moved on to North American Aviation, where he test-flew the T-28 Trojan, FJ-2 Fury, AJ-1 Savage, F-86 Sabre, and F-100 Super Sabre, and in the mid-1950's he began flying North American aircraft, both civil and military, at airshows. Jimmy Doolittle called Hoover "the greatest stick-and-rudder man who ever lived."
Hoover is best known for the "energy management" routine he flew in a Shrike Commander, a twin-engine business aircraft. This fluid demonstration ends with Hoover shutting down both engines and executing a loop and an eight-point hesitation slow roll as he heads back to the runway. He touches down on one tyre, then the other, and coasts precisely to the runway center.
Despite the numerous awards accorded him, Hoover remains humble enough to laugh at himself. He notes in his autobiography, Forever Flying , that in the 1950's, after showing off his Bugatti racer to the neighborhood kids, he asked, "Well, what do you think?" One youngster's reply: "I think you've got the biggest nose I've ever seen."
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Bell Airacobra
The XP-59A Airacobra was the first American turbojet-driven fighter which developed in the greatest secrecy during WWII,even to the extent of fixing a dummy airscrew on the nose whilst on the ground. In April of 1941, U.S. Army Major-General, Henry "Hap" Arnold had a trip as an emissary to Great Britain. He was shown the British top-secret first jet aircraft, the Gloster E-28/39 prototype. General Arnold was so impressed by this new technology and asked for the engine blueprints to start the American own design. After his return in United States, he selected General Electric to build the jet-engines; Bell Aircraft Corp was chosen for the airframe design because of its location which was near the General Electric plants. Only 13 months later, the first U.S. jet-powered prototype, XP-59A took its first flight into the air in October 1942. After a year of test and evaluation, the P-59 was ordered into production. However, it never got into combat during the war but provided valuable flight data for the process of the next American jet fighter, the Lockheed P-80 Shooting Star.
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Republic Sea Bee.
Plans were published by the Aeromodeller as a free flight design by Harold Towner,were available from Nexus,current status not known ?.
Republic Sea Bee of the Israeli Air Force.
Manufacturer
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Republic Aviation Corporation
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Address
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Farmingdale, Long Island, New York, USA
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Model
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RC-3 Seabee
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Seats
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4
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Approved Type Certificate No.
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A-769-1
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Issue Date
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July 1, 1946
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Tentative Issue Date
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September 16, 1946
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Fuel Capacity
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75 US gal
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DIMENSIONS
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Length (Max)
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27 ft 10.75 in
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Height (Max Land)
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10 ft 1 in
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Cabin Width (interior)
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5 ft 4 in
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Cabin Height (interior)
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3 ft 10 in
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Cabin Length (interior)
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8 ft 10 in
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Baggage Compartment (volume)
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20 cu ft
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Draft Loaded
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1 ft 6 in
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LANDING GEAR
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Main Gear
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Electrol Model 400-2
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Tread
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96 in
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Base
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12 ft 10 in
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Landing Gear Travel
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7.5 in
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Main Wheels
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7.00-8 (4 ply)
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Inflate to
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30 psi
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Brakes
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Goodrich Model 6056A
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Tail Wheel
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Goodyear Model PD-173 (6 ply)
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Inflate to
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45 psi
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WINGS
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Airfoil Section
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NACA Clark Y
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Span
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37 ft 8 in
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Chord
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63 in
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Aspect Ratio
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7.23
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Incidence
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3.5 deg
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Dehedral
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2 deg
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Total Area
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196 sq ft
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Aileron Total Area
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13.7 sq ft
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Flap Total Area
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25.3 sq ft
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EMPENNAGE
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Stabilizer Setting
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-4.5 deg
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Stabilizer Total Area
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21.4 sq ft
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Elevator Total Area
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17.9 sq ft
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Fin Area
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22.8 sq ft
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Rudder Area
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10.5 sq ft
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WEIGHTS
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Gross - Normal Class
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3150 lbs
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Gross - Utility Class
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2810 lbs
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Empty
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2190 lbs
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SURFACE MOVEMENTS
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Rudder
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± 30 °
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Ailerons
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± 20 °
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Elevators
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± 28 °
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Elevator Tabs
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± 25 °
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Water Rudder
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± 30 °
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Flaps
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Down 30 °
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ENGINE
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Manufacturer
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Aircooled Motors, Inc.
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Address
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Syracuse 8, New York, USA
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Models
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6A8-215-B8F and 6A8-215-B9F
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Approved Type Certificate No.
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242
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Number of Cylinders
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6
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Rated Power
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215 hp
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Rated Speed
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2500 rpm
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Idle Speed
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500 - 600 rpm
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Reverse Propeller Speed
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(Max) 1750 rpm
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Crankshaft Rotation
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Clockwise
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Propeller Shaft Rotation
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Clockwise
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Propeller to Crankshaft Ratio
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1:1
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Propeller Shaft Spline Size
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SAE 20
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Cylinder Head Temperature
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Max. 525 ° F
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Fuel Grade
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80 Octane Nonleaded Aviation
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Fuel Consumption (Cruise)
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13.5 US gal/hr
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Fuel Pressure
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2 to 9 psi
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Compression Ratio
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7:1
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Piston Displacement
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500 cu in
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Bore
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5 cu in
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Stroke
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4.25 cu in
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Fuel Pump
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Dual AC Diaphragm Type
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Carburetor
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Marvel-Schebler MA4-5 # 10-3007
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Ignition (-B8F)
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Dual Eisemann Magneto Model LA-6
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Ignition (-B9F)
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1 Scintilla Magneto + 1 Auto-Lite Distr.
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Magneto Breaker Point Gap
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(Eisemann) .019" to .021"
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Distributor Point Gap
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(Auto-Lite) .020"
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Maximum Drop on Magneto or Distributor
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100 RPM
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Ignition Timing
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32 deg Adv. Left and Right
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Firing Order
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1-4-5-2-3-6
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Spark Plugs
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Auto Lite AH4
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Spark Plug Gap
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.014" to .018"
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Valve Clearance
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(lifter bled down, cold) .040"
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Starter
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12 Volt, Delco
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Generator (Max 35 Ampere)
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E.AL. GGS-4801A-EO-8686
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Oil Capacity
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13 qts
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Oil Temp (Max)
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260 ° F
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Oil Pressure (Max)
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50 psi
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Oil Pressure (Idle Min)
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20 psi
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Oil Capacity (thru s/n 24065)
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11 qts
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Oil Capacity (s/n 24066 and on)
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12 qts
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Oil Specifications (Above 40 F)
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SAE 40
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Oil Specifications (Below 20 F)
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SAE 20
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Max Time Between Oil Changes
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25 hrs
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PROPELLER
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Model (Standard)
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Aeromaster
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Blades
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2 x wooden
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Diameter
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84 in
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Model (Reversible Option)
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Hartzell HC12x20-2
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Blades
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2 x L8427 wooden
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Diameter
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84 in
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Pitch
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+18 deg to -12 deg (reverse)
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PERFORMANCE
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Max Structural Cruise Speed (Vno)
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117 mph TIAS
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Max Maneuvering Speed (Va)
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133 mph TIAS
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Never Exceed Speed (Vne)
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148 mph TIAS
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Max Flaps Extended Speed (Vfe)
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105 mph TIAS
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Cruise Speed (Vc) @ 75% pwr
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103 mph
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Approach Speed (Vref)
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80 mph IAS
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Stalling Speed (Vs0) - Gear/Flaps Down
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58 mph IAS
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Stalling Speed (Vs1) - Gear/Flaps Up
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66 mph IAS
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Best Rate of Climb Speed (Vy)
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75 mph IAS
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Rate of Climb (Sea Level)
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700 ft/min
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Service Ceiling
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12 000 ft
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Range at Cruising (71 US gal)
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520 miles
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Take-off Distance - Land
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800 ft
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Take-off Distance - Water
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1000 ft
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Take-off Time - Water
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25 secs
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Landing Run - Land
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400 ft
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Landing Run - Water
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700 ft
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AUSTER B.4 AMBULANCE FREIGHTER.
Auster B.4 Ambulance Freighter.
Plans were published by the Aeromodeller magazine as a free flight subject,status of availability not known ?.
The Auster B.4 Ambulance Freighter was a one off design manufactured as a contender for a rough field operational light aircraft, with the ability to carry small payloads,the entire rear portion of the pod portion of the fuselage could be removed to accomodate a field stretcher or even small motor cycles,this aircraft was shown in prototype form at the annual S.B.A.C show at Farnborough attracting a lot of interest but alas no orders.The aircraft was eventually withdrawn from use and stored at Bourton on the Wolds an Auster storage dept near Wymeswold.
It had long been thought that this aircraft had been scrapped with the demise of the Beagle aircraft company who had taken over the Auster company,however this is not so as the aircraft was saved and awaits rebuilding at Carr Farm,Newarke by Mr Cliff Baker.
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De Havilland DH.82A Tiger Moth.
Plenty of plans available,some sources were-
Aeromodeller,free flight rubber design by C.Rupert Moore.
CAP-Complete-A-Pack,no longer in production.
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M-28 Bryza-1R at the Royal International Air Tattoo,Fairford 18-07-2003,the paint scheme is to represent a Wellington of 304 squadron 'QD-H' and '304 1940-1946 on the outer fins,304 squadron was a Polish unit formed at Bramcote on 22-08-40 first aircraft were Fairey Battle 1's later converted to Wellingtons and moved to Syerston,later 304 squadron was transferred to Coastal Command and by mid-June 1943 were operating from Davidstowe Moor in Cornwall with Wellington XIII's coded 'QD' operating over the Bay of Biscay.
( Picture credit-Dave Peace,info credit J.J.Halley The squadrons of the R.A.F/Air Britain.)
Note that this aircraft is fitted with three bladed propellers as the original AN-28 version.
Another view of the same aircraft at Fairford,interesting feature of this design is the slats on the leading edge of the tailplane.
M-28 Bryza-1 at Fairford 19-07-2004 this is the transport version which lacks the nose radome,two versions are in service one with clamshell doors the other with sliding rear ramp instead.
Picture thanks to-Dave Peace.
M-28 Bryza-1R 1115 at Fairford 18-07-2003,clamshell rear doors closed in this view.
Rear view of 1118 M-28 Bryza-1 at Fairford on 19-07-2004.
Dave Peace photograph.
M-28 Bryza-1R 1115 at Waddington on 01-07-2001 inscribed Polish Navy on starboard side and Marynarka Wojenna RP on the port side,note under fuselage radome,rear clamshell doors open,engines are PZL-105,5-Bladed propellers on the turboprop engines.
M-28 Bryza-1R 1115 at Fairford on 18-07-2003.
Picture credit-Dave Peace.
Details of the PZL-Mielec M-28 Bryza 1
The PZL-Mielec M-28 Bryza 1 is a Polish built licence version of the Antonov AN-28 twin tureboprop transport.
Looking back to its origins,do you recall the Russian Antonov AN-14 twin finned high wing transport aircraft ( Nato code name 'Clod') which first flew in 1958,as a replacement for the Antonov An-2 Colt ?
The piston engined AN-14 was later developed into a more powerful and larger design,the AN-28 ( Nato code name 'Cash' ) which had twin turboprops and first flew in 1969.
In due course the production of the AN-28 was transferred to Poland at the PZL factory,and re-desgnated as the PZL-Mielec M-28,Both civil and military variants were built by PZL-Mielec.
The Polish Navy ordered a small number of the M-28 Bryza in two versions-M-28TD Bryza-1 which is the transport version,and M-28RM Bryza-1R a Maritime patrol and rescue cp-ordination machine.
Engines are two 945 SHP PZL-TWD-108 Turboprops.
Wingspan 72 feet.
Length 43 feet.
Height 16 feet 1 inch.
The M-28RM Bryza-1R ( Maritime /rescue version ) has an under fuselage radome and two clamshell cargo doors.
The M-28TD Bryza-1 has a sliding rear ramp instead of clamshell doors and lacks the radome.
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Lovely colourscheme for a Tiger Moth,this one is fitted with a non standard Lycoming engine.
Canadian Tiger Moth with heated enclosed cabin.
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Early air race meeting with a Bleriot overhead.
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Howard Hughes 'Spruce Goose' flying boat.
1942, the United States announced the construction of `the boat which it flies' and with the approach of Henry. J . Kayzer who was called the shipbuilding king a magnificent chance for Howard Hughes to show the world how his empire reigned and to beat the competition.
Receiving this message Hughes was not to be outbid instead he conceived the Hughes HK-1, the fuselage was to be larger than some aircraft which existed at that time (6 times in fact than the largest ones) the HK-1 which is the largest seaplane in mankinds history built from the conception of an eccentric genius .
This flying boat was made with the lumber which is spruce,now a rare commodity in the Western world hence she was called the " Spruce Goose ".
The eight engines were R-4360 a product of Pratt's & Whitney,Hughes waited patiently for these pristine special builds to appear at the enormous factory that had been set aside, War dominated the development of the HK.-1 and Hughes always knew that if she flew well that they would be interested, the HK-1 would have gone to war had its future had not been terminated by Hughes,a contract from the American government would have made good sense had it not been for the aircrafts marginal and somewhat ungainly performance, but the development was undertaken at great personal expense to Mr Hughes and his enormous empire.
On November 2nd of 1947 after numerous delays and setbacks the Spruce Goose taxied in Long Beach, but as for the enormous boat seaplane flight was officially prohibited by the authorities already as if saying that it did not have strategic value.
But as we all know Hughes fooled the authorities and after a very long take off run she slowly lifted from the water and flew for 1.6 km,it is said that Hughes had made his mind up then that she was not the machine that he had wanted in terms of performance,he cut his losses in so much as further development was not necessary.
It was last flight the giant of vision first, but he had became the United States hero with an air of mystery and enigma.
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Burnelli OA.1 Lifting body concept.
Burnelli OA.1 was sold as FC-A.. in July 1941.
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ML Flying Jeep.
ML Flying Jeep under tow.
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Brunswick University Zaukonig.
G-ALUA Zaukonig built by Brunswick University.She was sold in Ireland as EI-AYU eventually finishing up in her land of birth.
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Stitts Fly Baby
Stitts Fly Baby.
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North American T-6 Texan
Red Bull T-6
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Ward Elf.
Currently at Breighton airfield are two unusual homebuilts which were oth built by one aeromodeller as full sized aeroplane projects,the one shown here is the Ward Elf a lovely little biplane,whilst in the same hangar is the Ward Gnome.
The Gnome was built in a tiny shed from ordinary commercial materials with lots of balsa wood blocks to get the shape right,she was flown for a brief period by the designer without registration from private property during 1966 in the Lincolnshire/Wigsley area,the problem was that no inspection was made during the construction of the machine and Mr Ward had a problem getting his aeroplane certified,however the aircraft was then sold to gain funds to build the Elf, and the CAA gave way after an extensive inspection of the airframe and registered her as G-AXEI.
The Elf was a follow on using similar techniques to the Gnome except this time it was certified as a ULA type of aircraft and given a microlight registration.
Both machines represent the imagination and expertise of the amateur builder,in this case with a unique minima approach,inspection reveals a very high standard of build.
If these had been made in France or America then they would have been allowed to fly.
Specs of the Ward Gnome were-
Span 15 feet. ( smaller than some current quarter scale flying models )
Length 11 feet 6 inches.
Tare Weight 210 lbs.
All up weight:380 lbs.
Cruise 50 m.p.h.
Range 50 miles.
The original power was a two cylinder Douglas motor cycle engine which gave 14 h.p.
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HAWKER TYPHOON
Whilst the Spitfire had all of the glory attached to it there was another equally good aircraft designed and built alongside it for the war effort,the machine was the Hawker Hurricane,designed by Sir Sidney Camm.
Camm was born in 1893 in Windsor. He developed an early interest in aviation and, when old enough, joined the Windsor Model Aeroplane Club where he excelled in building large A-frame pushers covered in oiled silk and powered with rubber motors. In 1912, he and others in the club, made a glider that could carry a man. Just a few years later, aircraft were used in world war one still crude machines but ones that were improving all the time.
In 1925, Camm joined the Hawker Company as a designer. Based at Kingston-on-Thames in Surrey during this time he designed a tiny biplane called the Cygnet that was entered in the Lypme aeroplane trials for low powered lightweight aircraft,this machine is now on display in the museum at R.A.F Hendon, the firm was to produce some of the most famous aircraft in world war two the Hurricane, Typhoon and Tempest being the most celebrated. In the early 1930’s, many still put their faith in biplanes but Camm became convinced that monoplanes were the future and he worked on this idea regardless of what others thought,he was well known for not suffering fools lightly and was a very hard worker.
Camm had a simple philosophy with regards to aircraft design. His first belief was to actually know what was required – to have an obvious target to aim for. He also believed that a design company had to work closely with its engine company so that the airframe and engine married together perfectly and there were no further problems. Camm also believed in keeping things simple in design and also not to stray outside of the knowledge or expertise that he and his team had. He believed that the best designs would always come from using the quality of his design team, and primarily himself, and that untried theories etc would take him away from this belief.
Those who worked with Camm remembered him as a driven man. He became Hawker's chief designer and gained a reputation for detail.The success of some of his aircraft is legendary, primarily the Hurricane that shot down more aircraft than any other in World War Two. The Typhoon had a devastating impact as a low-level attack aircraft flying at zero feet straffing German railway installations during daylight.
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FOKKER D.7
Span, upper
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8,93 m
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Span, lower
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7,00 m
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Weight of aircraft
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757 kg
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Take of weight
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959 kg
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Time of 2000 m altitude reaching
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4,0 min
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Service ceiling
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6000 m
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Engine
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Mercedes D.III (160 h.p.)
or Mercedes D.IIIau (180 h.p.)
or BMW IIIa (185 h.p.)
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Armament
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two fixed LMG 08/15 Spandau
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January 1918 a competition open to single-seater fighters powered by the 160 hp Mercedes engine was held at Johannisthal, near Berlin. It was won outright by an angular little biplane with thick cantilever wings, the Fokker D.VII, designed by Reinhold Platz. Unquestionably the best all-round German fighter of the First World War, it was a development of Platz's experimental V.II, built late in 1917.
Its engine was either the 160/180 hp Mercedes or the 185 hp BMW, neatly cowled and fitted with a frontal radiator. BMW D.VIIs had the better performance and were much sought after. The 200 hp Benz was experimentally fitted without great success. The exhaust system was either the usual external horizontal pipe on the starboard side, or separate internal pipes connected to a large main pipe which protruded through the starboard cowling.
D.VII wings had two spars with plywood ribs; the leading-edges were of ply, the rest of the structure fabric covered. Unequal chord ailerons framed in steel tubing, were fitted to the upper wing only, which had a slight curved cutout in its trailing-edge. The lower wing was housed in a recess in the fuselage bottom; both planes had wire trailing-edges, giving *em a 'scalloped' appearance. Interplane and center section struts were of streamlined steel tubing.
The fuselage was constructed of wire-braced welded steel tubing with a three-ply top decking behind the cockpit; the whole being fabric-covered, except for the engine cowlings. Fin, balanced rudder, tailplane and balanced elevators were also of fabric-covered steel tube. Two struts braced the tailplane from below. The undercarriage was of streamlined steel tube and its axle was enclosed in a large fairing which gave some extra lift.
Following its success at Johannisthal, the type was ordered in large quantities; not only was it built by the Fokker concern (Fok. D.VII F), but also by its rivals, the Albatros Werke (Fok. D.VII (Alb.)) and the Ostdeutsche Albatros Werke (Fok. D.VII (OAW)). Mercedes and BMW engines appear to have been distributed impartially to all three companies.
While not especially fast, the D.VII's strong point was its great maneuverability at high altitudes. It was extremely easy to fly and had no terrors for the beginner. Jagdgeschwader Nr. 1, the Richthofen 'Circus', received the first D.VIIs in time for the Second Battle of the Aisne in May 1918, and soon found that the new type gave them a good margin of advantage over their opponents. By the autumn the majority of the Jastas had been reequipped with D.VIIs. So highly did the Allies esteem the machine that their Armistice terms specifically ordered the surrender of all Fokker D.VIIs.
As a safeguard against a possible shortage of steel tubing and competent welders, the Albatros company built a D.VII with a plywood fuselage, but it was not found necessary to produce this variant. When the war ended, production of the type for Austro-Hungary had begun at the Hungarian Engineering Factory, Budapest (MAG).
Paul Mantz rebuilt this Fokker D.7 part of his large collection of flyable WW.2 replicas.
The colourscheme is red and black.
Delightful little rubber driven flying model of the Fokker D.7.
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SOPWITH PUP.
Type fighter Engine 80 hp Le Rhone Wing Span 26 ft 6 in (8.08 m) Length 19 ft 3 in (5.89 m) Height 9 ft 5 in (2.87 m) Maximum Speed 111 mph (179 kph) Maximum Height 17,500 ft (5,334 m) Endurance 3 hours Armament 1 machine-guns
Type
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Sopwith Pup
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Engine
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80 Hp Le Rhone 9C Rotary
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Upper Wing Span
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26 ft 6 inches
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Upper Wing Chord
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Lower Wing Span
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Lower Wing Chord
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Length
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19 ft 3 3/4 inches
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Height
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8 ft 10 1/2 inches
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Weight
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1225 lbs (operational load)
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Max Speed
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105 mph at 5,000 feet
102 mph at 10,000 feet
85 mph at 15,000 feet
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Climb
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16 min 25 seconds to 10,000 feet
32 min 40 seconds to 15,000 feet
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Ceiling
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Endurance
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Operational Squadrons
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46 Squadron Royal Flying Corps
54 Squadron Royal Flying Corps
66 Squadron Royal Flying Corps
1 Squadron Royal Naval Air Service
3 Squadron Royal Naval Air Service
4 Squadron Royal Naval Air Service
8 Squadron Royal Naval Air Service
9 Squadron Royal Naval Air Service
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As a model subject the Sopwith Pup is ideal,with its generous wing area and tail surfaces there is very little to go wrong in the aerodynamics department,the large cowling will adequately hide even the most awkward of glo motors,but why not go for a nice lightweight electric model ? there is plenty of room to fit a decent battery box coupled with easy access,the short nose will require sensible ballast up front anyway so why not use the battery set well forward ? the undercambered wing section is not necessary,a flattened clark Y will suffice nicely,the centre section struts could carry a built in centre section to which the pre rigged wings could be located,or if you like a one piece wing arrangement then make it bolt onto the centre section itself.The dual ailerons are linked with simple pushrods,they are powerful and require only a smal amount of movement,the fuselage is a basic box with stringers on the top,the tailplane can be a flat plate built up lightweight structure,the aeroplane looks right and has a nice sit in the air,overall an ideal model subject that has lots of period character.
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ML UTILITY AIRCRAFT.
In 1955 ML Aviation at White Waltham designed and produced a portable flying machine called the ML Utility ML.1 given the serial number XK776,the aircraft featured an inflatable rubberised fabric wing and quick release fittings enabling the aircraft to be rigged and de-rigged fairly quickly.
Despite evaluation by the British Army Air Corps at Middle Wallop further production was not taken up,the flight characteristics were unusually slow and the machine was then stored until saved by the Army Air Corps museum.
With the advent of the lightweight helicopter perhaps the practability of the ML design were outweighed,however the company continues to produce many ancillary products for the aviation industry.
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HORNET MOTH
G-AMZO Hornet Moth,c/n 8040,ex SE-ALD,sold as OY-DEZ February 1974.
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TIPSY TRAINER.
Avions Tipsy in Belgium,and Tipsy company Ltd in the UK were companies that were established in the 1930's to build unique light aircraft which were designed by the brilliant designer E.O.Tips,these were formerly manufactured by Avions Fairey.
The aircraft were only built in very small numbers,designated the Tipsy S.2 single seater monoplane,the B & B2 monoplanes seating two in a side by side open cockpit,and the Tipsy M,a monoplane trainer with tandem cockpits beneath a continuous transparent canopy,this was powered by a Gipsy Major powerplant.
Tipsy Trainer 1 G-AFSC operated by the Armstrong Siddeley flying club at Baginton during the fifties and mid sixties.
After World War 2 Avions Fairey attempted to manufacture and re-establish themselves as aircraft constructors,the Tipsy Belfair was a cantiler low wing monoplane of wooden plywood and spruce construction,undercarriage was enclosed in a spatted pant called a speed fairing and the structure was covered in lightweight fabric.The enclosed cabin provided accomodation for two people with a central pass-over type of control column,duplicated rudder pedals made it possible to fly the aircraft from either seat.
Powerplant: one 62 hp Walter Mikron inverted inline piston engine.
Performance:Maximum level speed-110 mph.
Cruising speed-99 mph.
Service ceiling-19,685 feet.
Range-466 miles.
Weights:Empty-540 lbs.
Maximum take off weight-1,102 lbs.
Dimensions:Wingspan-31 feet 2 inches.
Length-21 feet 8 inches.
Height-5 feet,7 inches.
Wing area-129.17 square feet.
As a model subject the little Tipsy monoplanes would make excellent subjects,the boxy fuselage with stringered upper decking coupled with a delightful wing platform would ensure a steady flying model,be careful not to ower power her as the original was fitted with a small economical powerplant that was adequate for the tasks of training and cross country flying.The wing slots are best left sealed as they can present aerodynamic problems to such a small scale,the cantilever undercarriage would be best sprung aft where it fits the wingspar with a small slot underneath the wing to avoid damage to the structure.
An inverted four-stroke neatly cowled would fit the bill nicely.
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ZENAIR CH 620 GEMINI.
The Zenair 620 Gemini is the only twin engined kit aircraft available today,this lovely little twin gives 150 m.p.h in the cruise and is fitted with twin 80 h.p Jabiru engines,offered with either tricycle or taildragger undercarriage.
If you want to build one then the all in kit will cost you $19,995.00 ex factory.
Just look at the lines of this aircraft,she is just asking to be modelled,the attractive layout offers plenty of dihedral for stability,high set engines which will give for less than smooth runway operation,a sturdy undercarriage and a really sleek tail,mount two fourstrokes sidewinder and you have an ideal scale sports model.
This view shows the neat undercarriage retraction system,wheels just protude in case of emergency landing to avoid tripping over,the faired tailwheel is an optional extra.
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SAAB 340
The Japan Coast Guard has awarded Saab a contract for two Saab 340Bplus Search and Rescue (SAR) aircraft. The aircraft will be extensively modified at the Saab facilities in Linköping and delivery of both aircraft will take place at the end of 2006.
Span: 21.44 m
Lenght: 19.73 m
Height: 6.97 m
Max take off weight: 13155 kg
Patrol speed: 160 knot
Patrol altitude: 6-7000 m
Max altitude: 7600 m
Cruise speed: 528 km/h (285 kts)
Engines: General Electric CT7-9B, 1870 shp
Endurance: 7 h
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CUSTER CHANNEL WING.
This unusual aircraft has engines and scooped out portions on the wings to help it in the vertical climb. The idea behind the aircraft was to take off straight up in the sky. Willard R. Custer in known as the father of STOL (Short Take Off and Landing) aircraft. Willard R. Custer worked for nearly 40 years to see Custer Channel Wing Corporation's serial #1 CCW-5 (5 for five passenger) become a reality. Unfortunately, lack of financial support prevented further development of the concept, and only CCW-5, awaiting restoration at the Mid Atlantic Air Museum, and CCW-2, at the Smithsonian National Air & Space Museum's Paul Garber facility, survived.
Custer's approach was based on the idea that it is the speed of the air over the wing, and not the wing through the air, which generates lift. In the channel wing, air pulled through the wing by the props combined with forward motion generated double that of standard wing design, giving the aircraft very short takeoff and landing roll.
Unfortunately the idea never took off.
The brainchild of Willard Custer, the channel wing aircraft, of which this is the first, provided capabilities by forcing airflow over the wing channels. The arrangement was quite effective at low speeds, but high speed performance suffered.
Willard Custer conceived channel-wing aircraft as result of seeing the roof lifted off a barn during a high wind and carried a few hundred feet into a nearby field. Reasoned that wind created a negative pressure differential which produced a lifting force greater than weight of roof and forces holding it in place; concluded that high speed air moving over suitably shaped airfoil could produce similar effect. To determine most efficient airfoil, began experimenting by blowing air over various shapes. Semi- circular configuration showed greatest promise, decided to build airplane around channel wing design which had produced a static lift force of 8 pounds per engine horsepower; in motion, increased to 13 pounds per horsepower. Concluded that channel wing produced about one-third more lift per sq ft of wing area than conventional airfoil. NASM's CCW-1 was first of 4 channel-wing models eventually built. Initially flew with conventional outboard wing sections in place (as displayed), but were later removed and only channel sections of wings remained. Performance satisfactory even with 1 engine out; motion of air on dead side continued to produce enough lift to maintain control.
Contra-rotating props enhanced lateral stability. Cross shafting between engines considered but never introduced. STOL characteristics excellent; takeoff required as little as 200 feet and plane could land at 36 mph. Prototype of final version, CCW-5, conversion of pusher Baumann Brigadier executive aircraft, flew 13 Jul 53; first production model rolled out 4 Jul 64. Despite remarkable low-speed handling and maneuvering qualities and interest of potential buyers, could not develop resources to go into production. By 1964, Beechcraft Bonanza had captured much business aircraft market and vertical performance of turbine-powered helicopters overshadowed short-field capabilities of channel wing.
Later, Custer claimed the relative engine-to-wing placement on Republic (Fairchild) A-10 infringed on his patents but lost on grounds that both he and Republic had recognized similar airflow (natural) phenomena and incorporated them in their respective designs. Custer, a great grand-nephew of George Armstrong Custer, had been offered as much as $40 million for patents but refused, preferring to stay independent.
Died in 1985 his son, Harold, accumulated over 1,000 hours of channel-wing flying time and continued to work on ultra- light, single-engine, channel-wing design and hoping that the channel- wing principle will reemerge in future aircraft designs.
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Armstrong Siddeley test-bed Avro Lancaster SW342,used as a test bed for the Armstrong Siddeley Mamba.
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SOPWITH CAMEL
Sopwith Camel F6394.
The Sopwith Camel was without a doubt the finest British fighter of World War 1,the aircraft was basically a development of the Sopwith Pup with a somewhat heavier and more powerful rotary engine the 130 hp Clerget Rotary piston engine,the Camel had armament,fuel,pilot and powerplant all situated within a short distance,this resulted in outstanding manoeuvrability which was coupled to the torque of the large engine,this made snap turns to starboard which were so fast that pilots used this to good advantage in the air making a total of over 3,000 its total tally of victims.The type was also used as a day or night fighter by British Home Defence units,and the Camel is considered to have played a big role in the in the defeat of the German Gotha bombers.
The name Camel was not the aircrafts official one,being called the Sopwith Biplane F.1 designation of the first production versions.Other engines fitted included the Bentley,Clerget,Gnome and Le Rhone,plus the Gnome Monosoupape.The opwith 2F.1 Camel was designed expressly for shipboard use and remained in service until after World War 1,the final production figure was 5,490 aircraft,they were also used by the air forces of Belgium,Canada,Greece and the American Expeditionary force,and with the Slavo-British Aviation group operating in Russia in 1918.
Max Speed: 115 mph.
Service ceiling: 19,000 feet.
Endurance: 2 hours 30 minutes.
Empty weight: 929 lbs.
Maximimum take off weight:1,453 lbs.
Span: 28 feet.
Length: 18 feet 9 inches.
Height: 8 feet 6 inches.
Wing area: 231 square feet.
Armament: Two forward firing synchronised 0.303 inch Vickers machine-guns,plus up to four 25 lb bombs carried externally.
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Royal Aircraft Factory R.E.8
R.E.8
The Royal Aircraft Factory R.E.8 had been designed and developed in 1916 to meet a Royal Flying Corps requirement for an aircraft to undertake a reconnaisance and artillery spotting function,it quickly gained the nickname 'Harry Tate' which was a direct pun on a music hall comedian of those days.
A total of 4,077 examples of the R.E.8 were built and the first such aircraft entered service towards the end on 1916,several were lost in accidents and the type was temporarily withdrawn from use following investigations and rectification procedures were undertaken,during this time the R.E.8 acquired a revised tail fin and rudder to avoid the nasty spinning characteristics with earlier machines in service.
Despite its rather slow flying characteristics and in the absence of a better aircraft the R.E.8 slogged on in the valuable artillery spotting role right on until the Armistice.
Powerplant: 150 hp RAF 4a V-12 piston engine.
Max speed: 102 mph.
Service ceiling: 13,500 feet.
Endurance:4.25 hours.
Empty weight: 1,580 lbs.
Max take off weight: 2,869 lbs.
Wingspan: 42 feet 7 inches.
Length: 27 feet 10 inches.
Height: 11 feet 4 inches.
Wing area: 35.07 metres.
Armament: One forward firing synchronized 7.7 mm Vickers machine gun and one Lewis gun on a pivoted mounting over the rear cockpit.Bombload: Two 112 lb bombs or lighter bombs to an eqivalent weight.
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Sad victim of Hurricane Katrina,a Douglas C-47 with the wing torn away and a crumpled fuselage.
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Howard DGA.8
Ben Howard designed and built his first aeroplane in 1933,this machine the DGA-1 (standing for Dammed Good Aeroplane) led to the company Howard Aircraft Corporation to be formed in 1937.A series of successful racing aircraft were built DGA-3 Pete,DGA-4 Ike,DGA-5 Mike,then came along the classic DGA-6 Mister Mulligan which was a sleek four seat cabin design which walked away with all three of the American air races during 1935.The DGA-8 shown in the photograph was a commercial design which appeared in 1936,this then developed into the DGA-9,DGA-11,DGA-12 and DGA-15 which had various engine combinations from a 300 hp Jacobs to 450 hp Pratt & Whitney Wasp Junior.
The U.S.Navy used a version called the GH-1,GH-2 and NH-1 instrument trainer,the U.S.Army Air Force impressed a total of 19 aircraft from civil sources for use as light transports and communications machines,these were designated as UC-70's.These trusty and reliable aircraft remained in service for many years.
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GRUMMAN DUCK AMPHIBIAN.
Wonwings Grumman Duck gets its first flotation tests,scratch-built from Harold Towner plans and converted to take radio control,despite the tricky fuselage contours she makes for an attractive model subject.
Starting life as the Grumman FF-1 and F2F carrier based fighters for the U.S.Navy,the aircraft had some unique new ideas in its design including a fully retractable undercarriage that went into the sides of the single float.
Grumman was awarded a contract to supply the XJF-1 prototype which first flew on 4th May 1933,following extensive test flying the Navy ordered 27 model JF-1's which were delivered in 1934.
These aircaft replaced the older Loening OL-9 observation and general purpose machines in the observation and general purpose role,the construction was light alloy structure for the wings which were fabric covered,and the fuselage was made from a stressed skin and light alloy structure.
Next came along the Grumman JF-2 aircraft which saw service in the U.S Coast Guard with four transferred to the U.S.Navy later,another version called the J2F-2A equipped the Marine squadron VMS-3 being equipped with machine guns and under wing bomb racks.
The final production aircraft were manufactured in 1940 as the model J2F-5 which were the first aircraft to carry the name Duck officially.
The Duck remained in service throughout the war years operating from carriers and land bases in a variety of roles,these included patrol,photo-survey operations,air sea rescue and target towing.
Spec for model J2F-6.
Powerplant: 900 hp Wright R-1820-54 Cyclone 9,9-cylinder radial piston engine.
Max speed 190 mph.
Cruising speed 155 mph.
Service ceiling: 25,000 feet.
Range:750 miles.
Empty weight: 4,400 lbs.
Max take off weight: 7,700 lbs.
Wingspan: 39 feet.
Length: 34 feet.
Height: 13 feet 11 inches.
Wing area: 409 square feet.
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FAIRCHILD 22
Fairchild 22.
Formerly called the Kneider-Reisner company,Fairchild was evolved by Sherman Fairchild in 1931,he began to develope a new two seat sporting and training aeroplane and this was marketed as the Fairchild 22 Model C7 which received certification in March 1931.The aim was to produce a lightplane that would be cheap to buy and fun and economical to operate,he hoped to capture a major share of a fast dwindling market.The aircraft that evolved was a braced parasol monoplane of mixed construction with a braced tail unit,and tandam open cockpits.The prototype first flew with an 80 hp Armstrong Siddeley Genet 5-cylinder radial engine,this was followed by the fitting of a 75 hp Michigan Rover 4-cylinder inverted inline engine.Only 12 production examples were made due to the economic climate at that time,subsequent variants sold in larger numbers.
Powerplant: 145 hp Warner Scarab 7 cylinder radial piston engine.
Max speed: 133 mph.
Cruising speed: 115 mph.
Service ceiling: 20,000 feet.
Range: 350 miles.
Empty weight: 1,102 lbs.
Max take off weight: 1,750 lbs.
Wingspan: 33 feet.
Length: 22 feet 3 inches.
Height: 7 feet 11 inches.
Wing area: 173.0 square feet.
Service ceiling:N/K
Range:N/K
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DORNIER SEASTAR
Dornier Seastar.
Span 17,74m 58.20 ft
Length 12,70 m 41.68 ft
Height 4,83 m 15.85 ft
Max. Gross Weight 4600 kg 10,141 lb
Empty Weight 2800 kg 6173 lb
Engines: 2 X Pratt & Whitney PT6A-135A
at 650 SHP (T/O)
500 SHP (cruise)
Configurations:
Standard 2 pilots 12 pax
Cargo 9.86 cu.m 348/20 cu.ft
Ambulance 2 pilots 2 attendants 6 stretchers
VIP 2 pilots 6 pax
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BE2C
B.E.2C
Serial 347 History of the aircraft above-
Farnborough by 14.5.1914 until 18.5.1914.To MW 2.6.1914. 2 Sqn A Flt Netheravon by 31.7.1914. Air Park Farnborough, damaged .8.1914. RAS Farnborough by 9.1914. CFS Upavon by 1.1915 until 6.1915.
The B.E.2c was a twin seater, tractor biplane with a four bladed propeller. It was powered by a 90 hp RAF 1a motor giving it a maximum speed of 116 mph at 1,980 m, and taking 45 minutes to reach 3,000 metres. It was, however, a radical improvement over it's predecessors with the addition of four ailerons, an enlarged rudder and the arrangement of the wings. These changes resulted in a more stable aircraft, although not a more manoeuverable one. The observer was moved to the rear position and given a machine gun, even though his use of it was greatly restricted as he had to remain seated. Another machine gun was occasionally mounted on the front of the aircraft either over the wing or firing obliquely to avoid the propeller. With a full bomb load of 100 kg the observer had to be left out.
Manufacturer: Royal Aircraft Factory.
Power Plant: 90 h.p. RAF 1a motor.
Span: 37 ft. 0 ins.
Length: 27 ft. 3 ins.
Height: 11 ft. 1 ins.
Chord: 5 ft. 6 ins.
Stagger: 2 ft. 0 ins.
Gap: 6 ft. 3 ins.
Ceiling: 11,000 ft.
Armament: single Lewis gun mounted in various configurations.
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Avro Lancaster.
Avro Lancaster.
The Lancaster flew for the first time on January 9,1941 as a four-engined development of the Avro Manchester. The RAF began to equip with Mk Is in early 1942 and used them first on March 10th against targets in Essen. Altogether, more than 7,300 Lancasters were produced in Britain as Mks I to VII and Canada as Mk Xs, and they dropped more than 608,000 tons of bombs on 156,000 wartime missions. Some Lancasters were still flying with the RAF in the early 1950s as maritime-reconnaissance, photo-reconnaissance and rescue aircraft.
Like all successful aircraft the Lancaster not only looked good but its flying characteristics matched its appearance. It is all the more ironic therefore that the birth of Avro's mighty machine owed so much to failure, the failure of its immediate predecessor, the twin engine Avro Manchester. The Avro 683 evolved almost accidentally as a result of recurrent failure of the insufficiently developed Rolls Royce Vultureengines installed in the Manchester.
The industrial and military organisation needed to build and operate the Lancaster was huge. Six major companies built 7377 aircraft at ten factories on two continents; at the height of production over 1,100,000 men and women were employed working for over 920 companies. More service personnel were involved in flying and maintaining it than any other British aircraft in history.
The Lancaster's operational career is littered with impressive statistics, but it is worth remembering that the average age of the seven-man crew was only 22 years. They endured danger and discomfort and many showed great courage in continuing to fly knowing the odds against survival were high. Bomber Command suffered the highest casualty rate of any branch of the British services in the Second World War.
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Avro Ashton
Avro Ashton Mk.1 shown in the photograph above.
Following the trials of the Avro Tudor 8, with a tailwheel landing gear and four Rolls Royce Nene Turbojets in paired engine nacelles,Avro decided to build a tricycle undercarriage version but this did not happen,instead jet research aircraft were required and the Ministry of Supply ordered six examples of the Avro Ashton,these were basically shortened Tudor airframes with thicker metal skinning,all of these aircraft had detail differences and were used for a wide variety of tasks.The first and only Ashton Mk.1 flew in September 1950 and was used at Boscombe Down for high altitude research,the second aircraft the Mk.2 flew in August 1951,this was passed to the National Gas Turbine Establishment as a universal engine test bed and flew with great success fitted with the Rolls Royce Avon,Rolls Royce Conway and the Armstrong Siddeley Sapphire.
The third aircraft of which three Ashton Mk.3 were built,the first flying during 1951 was used by the Radar Research establishment for research into radar bombing,the fourth was used by the Royal Aircraft Establishment later going to Bristol for Bristol Olympus and Orpheus engine testing.
Number five the one and only Ashton 4 was flown in November 1952 was used by the RAE for visual bombing research,and later on de-icing trials on the Sapphire engine.
The final Ashton was another Mk.3 flown in April 1952 for bomb ballistic research with the RAEOrfordness,followed by intake icing tests.
Powerplant:Four 5,000 lb Rolls Royce Nene turbojets.
Max speed: 439 mph.
Cruising speed: 406 mph.
Max take off weight: 72,000 lbs.
Wingspan: 120 feet.
Length: 89 feet 6 inches.
Height: 31 feet 3 inches.
Wing area: 1,421 square feet.
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CHRISTMAS BULLET.
William Whitney Christmas was Born in 1865, Christmas attended St. John's Military Academy, the University of Virginia, and George Washington University obtaining Bachelor and Master of Arts degrees and becoming a medical doctor. However, he left his medical practice shortly after the Wright Brother's first flights to pursue his own interest in the new field of aviation.
Dr. Christmas claimed to make his first flight in March of 1908 in a plane of his own design. Furthermore, he claimed that after the vehicle crashed into a tree, he burned it to prevent his design secrets from being stolen. While there is no solid evidence to support this story, Christmas did patent, build, and fly a biplane of his own design in 1909. This aircraft, known as the Red Bird, was representative of many of his later designs and can be distinguished by its anhedral (down-sloping) upper wings and dihedral (up-sloping) lower wings. Another noteworthy tidbit about this design is that it appears to be a virtual copy of a plane built by a company named AEA that was, interestingly enough, also known as the Red Bird. In the words of one historian, "the eccentric Dr. Christmas was not above employing the ideas of others" and may well have patented another company's design!
Nonetheless, the success of the Red Bird and a modified Red Bird II led to the founding of the Christmas Aeroplane Company based in Washington, DC, in 1910. The company became the Durham Christmas Aeroplane Sales & Exhibition Company around 1912 and later the Cantilever Aero Company after moving to Copiague, NY, in 1918.
While few of Christmas' aircraft ever saw production, his most famous and controversial design was the Christmas Bullet shown above.
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Alon/Forney.Ecko Aircoupe/Ercoupe.
The Alon Model A-2 Aircoupe is a classic American light aircraft having been designed in the late nineteen thirties as the Ercoupe Model 415C,it represented a very advanced design for its era and was subsequently built in very large numbers.
The aircraft had all metal construction except for the outer wing panels which were fabric covered,the machine featured twin fins and rudders with a fixed landing gear,the engine was a Continental A65 flat-four.
The unique feature of the Ercoupe was the simplified twin control system which eliminated the rudder pedals,but conventional controls could be fitted for the customer at the factory.Basically the ailerons were linked to the rudders plus the nosewheel as well,everything was thus linked from the control wheel,the elevator operated in the normal way.
Production of the Ercoupe finished when WW2 started but it was such a good aeroplane that production was re-started after the war years with some 6,000 being built under the various names of Ercoupe,Aircoupe and Fornair,in 1963 the company was taken over by Alon Inc and the aircraft was re-marketed as the Alon A-2 Aircoupe.This version did away with the fabric outer wing panels and was built from alloy solely.
The company eventually merged with Mooney Aircraft Inc in 1967.
Spec: 90 hp Continental C90-16F flat four piston engine.
Max speed at sea level 129 mph.
Max cruising speed 124 mph.
Service ceiling 17,000 feet.
Max Range 455 miles.
Weights:Empty 930 lbs.
Max take off weight 1,450 lbs.
Wingspan 30 feet.
Length 20 feet 4 inches.
Height 6 feet 3 inches.
Wing area 142.60 square feet.
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STINSON SR.10 RELIANT.
G-AFVT Stinson Reliant,SR.10C converted to SR.10J,sold in the U.S.A as N5913.This aircraft was used as an hack by the Fairey aviation company for some 20 years,then the abortive British 'Civil Air Guard' used this particulat aircraft.
The Stinson Model R and the Model S formed the very basis of the extensively built Stinson Reliant,the initial Stinson SR Reliant introduced in the summer of 1933 was of the same basic configuration.The aircraft was available with twin floats and a long series that differed mostly in differing powerplants.The most extensively built civil version of the Reliant was the model SR.5A with a R-680-6 of 245 horse power.Later versions were fitted with four to five seats and larger engines.
The SR-10 series were built in a quantity of 90 airframes for the civil market,however when the U.S.A became involved in World War 2 production ended with most of the aircraft impressed into the USAAF under the designation of UC-81A to UC-81N,one version designated XC-81D was used for glider pick up techniques.Versions called the L-12 and L-12A were used by the U.S.Coast Guard and the U.S.Navy as the RQ1 and XR3Q-1 series.Five hundred AT-19 aircraft were produced during WW.2 for use by the British Royal Navy under lend lease arrangements,these had Lycoming R-680-E1 powerplants and a lengthened fuselage and equipped 12 squadrons,in addition 15 civil registered Reliants were impressed one of which was used by No.1 Camouflage unit based at Baginton Coventry airport G-AFRS ,the purpose of this aircraft was to determine the effects of camouflage on local factories.
Max speed: 135 mph.
Service ceiling:15,500 feet.
Max range: 645 miles.
Empty weight: 2,325 lbs.
Max take off weight: 3,475 lbs.
Wingspan: 41 feet.
Length: 27 feet 3 inches.
Height: 8 feet 5 inches.
Wing area: 230.0 square feet.
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DE HAVILLAND DRAGON RAPIDE.
G-ALPK Rapide,broken up April 1966,ex NF886.
Designed in the light of experience gained with the De Havilland DH.84 and DH.86 transports the prototype DH.89 Dragon Six was flown at Stag Lane on 17th April 1934 piloted by Hubert Broad.
Production aircrft were named the Dragon Rapide and the first aircraft were delivered to Hillman airways ltd,Railway Air Service ltd and Olley Air service ltd in 1937.After the fitting of small trailing edge flaps the aircraft was re-designated the DH.89a,the aircraft was so popular and reliable that it saw service throughout the world some even being fitted with floats ( dorsal fin fitted ) and skies for use in Canada,by the outbreak of war nearly 200 had been delivered to civil operators.
The Royal Air Force used the aircraft called the Dominie for communications and as an air taxi by the Air Transport Auxiliary,some were also pressed into service as wireless trainers sporting a large direction finding loop in the cabin roof.
By July 1946 some 728 Rapides were built of which 521 were to British military contracts,due to pressure of work at De Havillands the production was transferred to the Brush Coachworks company at Loughborough,Leicestershire.Further machines were used by the Royal Navy,and both the Belgium and Dutch air forces.Many new airlines set up using the Rapide as its first aircraft,British European airways using them on inter island services around the UK coastline.
The aircraft has become a true classic and two aircraft are operated by the Air Atlantique Classic Flight,Coventry giving pleasure flights up and down the country.
Spec here applies to the DH.89A Mk.4.
Eight seater light transport.
Powerplant: Two 200 hp Gipsy Queen 2 inline engines.
Max Speed: 150 mph.
Cruising speed: 140 mph.
Service ceiling: 16,000 feet.
Range: 520 miles.
Empty weight: 3,230 lbs.
Max take off weight: 6,000 lbs.
Wingspan: 48 feet.
Length: 34 feet 6 inches.
Height: 10 feet 3 inches.
Wing area: 336.0 square feet.
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Vickers Supermarine Walrus.
VH-ALB Vickers Supermarine Walrus.
The Supermarine Walrus started life as the Seagull,a folding wing biplane with retractable landing gear and powered with a Napier Lion engine.The experimental installation of a Bristol Jupiter IX radial engine led to the Seagull V powered with a Bristol Pegausus IIM2 radial engine,of which 24 were ordered by the Australian government,through this the aircraft was adopted by the Fleet Air Arm under the name Walrus Mk.1 and these were built by Supermarine with metal hulls of which production totalled 746,of which 461 were built by Saunders-Roe,this number including 191 Walrus II aircraft with Saro wooden hulls and the Bristol Pegasus VI engine,entering service with the FAA in 1936 the Walrus was stressed for catapult launching and as such equipped battleships of the Australian,British & New Zealand navies,the aircraft operated in almost every theatre of WW2 playing a significent role in air/sea rescue with the R.A.F.
Finally post war the aircraft was used by the Argentine air force of which eight aircraft were supplied.
Max speed: 135 mph.
Service ceiling 17,100 feet.
Range 600 miles.
Weight empty:4,900 lbs.
Max take off weight: 7,200 lbs.
Wingspan: 45 feet 10 inches.
Length: 37 feet 10 inches.
Wing area: 610.0 square feet.
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BOEING MODEL 451 ( YK-15) Scout.
The somewhat unusual looking Boeing Model 451 was designed to meet a U.S.Army requirement for a liaison and observation type of aircraft,the criteria was for an aircraft that had a better than usual forward view and good low speed handling characteristics,the machine was intended to replace the many converted light aircraft used during WW2.
Started in 1946,two XL-15 prototypes were built from metal with fabric covered control surfaces,the huge flaps combines as a means of slow flight or collectively as wing spoilers that served as ailerons.The design of pod and boom had its advantages when dismantled and towed behind a vehicle or even transport by air to remote areas for use by the Army in its specialised role.
Despite the fact that a further ten aircraft were built,no further orders followed from the Army and the existing aircraft were handed over to the U.S.Forest service.
Powerplant: 125 hp Avco Lycoming 0-290 flat four piston engine.
Max speed: 112 mph.
Cruising speed: 101 mph.
Service ceiling:16,400 feet.
Endurance 2 hours 15 minutes.
Empty weight: 1,509 lbs.
Max take off weight: 2,050 lbs.
Wingspan: 40 feet.
Length: 25 feet 3 inches.
Height: 8 feet 8 inches.
Wing area: 269.0 square feet.
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Spartan Arrow.
Spartan Arrow G-ABWP with Avro Club Cadet G-ACHP at Old Warden.
In 1928 Oliver Simmonds designed and built the the prototype Simmonds Spartan,this was a biplane that had an high degree of interchangeable parts to simplify maintenance and spares supply,the aircraft was of two seat configuration and was powered by a 95 hp Cirrus III engine,some 50 aircraft were built and supplied mostly to overseas customers with a wide variety of engines up to 120 hp.
These aircraft were built by Simmonds aircraft ltd,but the success of the company and its aircraft saw a new company formed called Spartan aircraft ltd,this must not be confused with an American company by the same name,its first product was to become the Spartan Arrow.
This was followed shortly afterwards by the three seat Spartan Three seater of which only 19 were built and mostly used for joy rides in the UK.
Spartan also produced a three engined machine of low wing layout called the Spartan Cruiser which was developed from the Saro-Percival Mailplane designed by Edgar Percival.
Powerplant for the Spartan Arrow: 105 hp Cirrus Hermes II.
Wingspan: 30 feet 7 inches.
All up weight: 1,850 lbs.
Max speed: 106 mph.
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VICKERS SUPERMARINE SEA OTTER.
Basically an improved version of the Walrus which it superseded in Fleet Air Arm service from 1944 for reconnaisance and air sea rescue duties,the Supermarine Sea Otter was the last biplane amphibian to be designed by the company,and also the last aircraft of biplane configuration in service with the Fleet Air Arm,the Sea Otter had a more refined structure than the Walrus and was of all metal construction with fabric covered aerofoil surfaces.The aircraft had a tractor configuration as oppsed to a pusher engine on the Walrus with a Bristol Mercury XXX radial engine.The type was first flown in 1938 but was not in service with the FAA until 1944 initially with No.1700 squadron,292 aircraft were built of both marks the Mk.1 & Mk.2.Post war the aircraft were used by the Danish air force,Dutch navy and the French customs in Indo China,the example above was operated as a civil machine by Quantas Empire Airways.
Wingspan: 46 feet.
Max Speed: 154 mph.
Max Range: 835 miles.
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BRISTOL FREIGHTER
C-GYQS Bristol Freighter owned by Hawkair Aviation,this aircraft was fitted with Vickers Varsity engines during August 2004 and went to the Reynolds museum,Wetaskivin,Alberta,the aircraft is c/n 13060,formerly Royal New Zealand air force NZ5907,ZK-EPD,G-AMLK.
Starman Bothers auctions had this aircraft up for sale during January 2006.
Just after World War 2 the Bristol aeroplane company developed the Bristol Type 170 as a shorth range utility freight aircraft,the shape of the bulbous nose was governed by the Armys post war needs to load a standard 3-ton truck through the front clamshell doors.The sensible flight deck was positioned above the cargo hold,a sturdy fixed landing gear and two reliable and proven Bristol Hercules sleeve-valve engines,the whole project was subsidised by the then MOS (Ministry of Supply) but the Bristol company had to cover the massive tooling costs and build two extra prototypes,Bristol realised the potential as a combined passenger/cargo version called the Type 170 Mk 1 Freighter and built another solid nosed version called the Wayfarer.
First flown on 2nd December 1945 the aircrft was quickly pressed into service for trials at Boscombe Down as a result the wingspan was increased by 10 feet to allow for the important increase in gross weight,this however had a knock on effect and the engines needed to be upgraded to more powerful units.
Probably the most widely known version was the Mk.32 with a fuselage lengthened by some 5 feet,this was used on the cross channel service started by Silver City airways for their UK-France air bridge which proved very successful and highly popular,you took your car abroad with you and continued your journey.
When production ended in 1958 the total of 214 Bristol Freighters and Superfreighters had been built.
Powerplant:Two Bristol Hercules 734 radial piston engines of 1,980 hp.
Max speed:225 mph.
Cruising speed:163 mph.
Service ceiling:24,500 feet.
Range:820 miles.
Empty weight: 29,950 lbs.
Max take-off weight: 44,000 lbs.
Wingspan: 108 feet.
Length: 73 feet 4 inches.
Height: 25 feet.
Wing area: 1,487 square feet.
This really could be the very last opportunity to bring one of these old ladies back to the UK,some years ago a consortium of pilots from Heathrow purchased a Bristol 170,the aircraft was kept at Enstone airfield near Oxford,she appeared at a few shows being demonstrated by the pilots in their spare time,sadly whilst fully loaded and on its way to a Bristol open day she swung badly on take off narrowly missing an hangar and skidded off the runway crashing heavily,there was no fire despite the impact but the back was broken and the aircraft badly damaged totally beyond repair,the crew were shaken but fine,so ended that attempt to keep one flying on the airshow circuit.
So with all aircraft now withdrawn from use after extensive use in the mining industry in New Zealand, this particular airframe is the last ostensibly airworthy example.
All it needs is the right people with some financial backing to bring her back home.
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The design of the Spitfire is now 75 Years old.
On 5th March 2006 which is the 75th Anniversary of the Spitfire,there will be a display of Spitfire aircraft held at Eastleigh ( now called Southampton ) airfield,to commemorate this important event at 16.30 hours a Spitfire will take off exactly 75 years to the day when she made her very first flight from this historic place.
K5054 the original Spitfire 1 Prototype seen at Eastleigh in 1936,the aircraft was finished in a turquoise green shade but was soon to be finished in a shadow shade finish of dark earth and green,even then this did not disguise its beautiful lines.
Whilst the prototype has long since gone,a replica was built of this machine using wood,although this aircraft is no longer airworthy it travels around the country on show,it is hoped to have this particular aircraft on display at Eastleigh at the anniversary event in March 2006.
Reginald J.Mitchell developed a racing seaplane, the Supermarine S6B, which won the Schneider Trophy on 13th September, 1931. During the contest the aircraft reached 340 mph (547 km/h).
In 1934 the Air Ministry announced that it was looking for a new fighter aircraft. Mitchell, whose company was now part of Vickers Aviation, decided to adapt his Supermarine seaplane, in an attempt to meet the requirements of the R.A.F.
The new all-metal single-seater fighter plane, the Supermarine Spitfire Mk. I, had several technical features of the earlier racing seaplane. It had the same structure and aerodynamic lines. However, it had a new engine, the 1,030 hp Rolls Royce Merlin II and carried 8 machine-guns.
The first Spitfire prototype appeared on 5th March, 1936 and flew at 350 mph (563 km/h) and could ascend at approximately 2,500 ft (762 m) per minute. With its slender aerodynmamic lines and elliptical-plan wings, it was claimed at the time, to be the smallest and cleanest aircraft that could be constructed around a man and an engine.
The R.A.F was impressed with its performance and in June, 1936, it ordered 310 aircraft. The Supermarine Spitfire Mk. I went into production in 1937 and was operational in June, 1938. Vickers Aviation could not keep up with demand and most of Britain's manufacturers began building Spitfires. By October, 1939, the Air Ministry had ordered over 4,000 of these aeroplanes.
The Supermarine Spitfire Mk. II went into service in late 1940. These had a 1,150 hp Rolls Royce Merlin XII engine. Other versions appeared throughout the Second World War .This included Spitfire Mk. IV that was a photographic reconnaissance aircraft. The Spitfire Mk. VC was the first model to be used as a fighter-bomber and carried 500 pounds (226 kg) of bombs.
At the beginning of the Battle of Britain the R.A.F had 32 squadrons of Hawker Hurricanes and 19 squadrons equipped with Spitfire. It was decided to use the Hurricanes against the massive bomber formations of the Luftwaffe whereas the Spitfires were employed against German fighters.
This Luftwaffe outnumbered the R.A.F by four to one. However, the British had the advantage of being closer to their airfields. German fighters could only stay over England for about half an hour before flying back to their home bases. The RAF also had the benefits of an effective early warning radar system and the intelligence information provided by Ultra.
The Focke Wulf 190, which appeared in July 1941, was superior to the Spitfire being used by the R.A.F at the time but this changed with the production of the Supermarine Spitfire Mk. XIV . Powered by a Rolls-Royce Griffon 65, 12-cylinder, 2,050 hp engine, it could reach a speed of 448 mph (721 km/h) and could reach a ceiling of 44,500 ft (13,560 m) and had a range of 460 miles (740 km). It had two 20 mm cannons; four machine-guns; 1,000 lb (454 kg) of bombs.
The Spitfire was constantly improved during the Second World War.The Supermarine Spitfire F.22 that was used in 1945 could fly at more than 450 mph (724 km/h) and could ascend at twice the speed of the Supermarine Spitfire Mk. I.
Spitfires continued to be produced after the war and by October 1947, 20,334 had been manufactured. The last operational flight of a Spitfire, the Spitfire PR-19, took place on 1st April, 1954.
One of the best appraisals of how the Spitfire flew can be attributed to Douglas Bader,this is what he wrote about this beautiful but functional aircraft-
The Spitfire looked good and was good. But my first reaction was that it was bad for handling on the ground; its long straight nose, uptilted when the tail wheel was on the ground; its long straight nose, uptilted when the tail wheel was on the ground, made taxing difficult since it was not easy to see ahead. It was necessary to to swing from side to side to look in front. The view at take-off was restricted in the same way until you were travelling fast enough to lift the tail; only then could you see over the nose.
Once accustomed to these minor inconveniences, they were no longer apparent, and once in the air, you felt in the first few minutes that here was the aeroplane par excellence. The controls were light, positive and synchronized; in fact, the aeroplane of one's dreams. It was stable; it flew hands and feet off; yet you could move it quickly and effortlessly into any attitude. You brought it in to land at 75 mph and touched down at 60-65 mph. Its maximum speed was 367 mph. You thus had a wide speed range which has not been equalled before or since.
It had eight machine guns of .303 calibre each, mounted four in each wing. The guns were spaced one close to the fuselage, two mid-wing, one further out. The eight guns were normally synchronized to 250 yards. In other words the four in each wing were sighted so that the bullets from all eight converged at that distance, in front of the Spitfire. Experienced fighter pilots used to close the pattern to 200 yards. The successful pilots succeeded because they did not open fire until they were close to the target.
By the 19th August 1939 the following units had received their Spitfire Mk I's and were also operational:-
19 Sqn Duxford 66 Sqn Duxford
41 Sqn Catterick
74 Sqn Hornchurch
54 Sqn Hornchurch
65 Sqn Hornchurch
72 Sqn Churchfenton
602 Sqn Abbotsinch
611 Sqn Speke
609 Sqn Yeadon
K5054 Prototype Spitfire 1
ENGINE
|
Merlin II (gave 990 hp at 12,000 ft)
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WING SPAN
|
37' 8"
|
LENGTH
|
29' 11"
|
HEIGHT
|
8' 2 1/2"
|
WEIGHT
|
AUW 5,200 lb TARE 5,034 lb
|
Development History: Type 224 One aircraft to F.7/30 with Goshawk II engine (K2890). First Supermarine fighter to fly. Spitfire prototype Supermarine Type 300. One aircraft (K5054) with Merlin C engine, flush exhausts and 2 bladed propeller. Later fitted with Merlin F engine and fishtail ejector exhausts and new propeller. Eight machine guns fitted during development. Spitfire Mk IA Supermarine Type 300. Initial production version - designated Mk I at first. Strengthened wings. First few aircraft with only 4 machine guns installed due to supply shortage. Fixed tailwheel in place of tailskid. Triple ejector exhausts. Merlin II engine driving 2-blade fixed-pitch Watts wooden propeller initially, then (78th aircraft onwards) de Havilland 3-blade variable pitch metal propeller. Merlin III driving 3-blade constant speed propeller from 175th aircraft onwards. Additions during production run: self-sealing fuel tanks, improved radio and IFF with thicker radio mast, bulged cockpit canopy, armoured external windscreen and steel plate armour behind and in front of pilot. Spitfire Mk IB Supermarine Type 300. Version of Mk I with two 20 mm Hispano cannon with 60 rpg. First batch (June 1940) with 2 cannon only. Second batch (November 1940) with 4 0.303 in (7.7 mm) Browning machine guns as well as 2 cannon in wings. Projecting gun barrels and blisters in top wing surface. Speed Spitfire Supermarine Type 323. One conversion of Mk I for attempt on World Speed Record (K9834). New wing, 4 bladed propeller, streamlined cockpit, modified Merlin II engine using special fuel. Spitfire Mk I floatplane Supermarine Type 342. One conversion of Mk I (R6722), fitted with Blackburn Roc floats. Not flown and soon converted back to standard. Spitfire Mk IIA Supermarine Type 329. Version of Mk I for mass production at Castle Bromwich. Merlin XII engine with Coffman cartridge starter. Rotol contant-speed 3-blade propeller. Spitfire Mk IIA(LR) Supermarine Type 343. Version of Mk IIA with prominent 40 gallon (182 l) fuel tank located asymmetrically under port wing. 60 conversions. Used as long range escort fighter. Spitfire Mk IIB Supermarine Type 329. Cannon armed version of Mk II. 2 x 20 mm Hispano cannon + 4 x 0.303 in (7.7 mm) Browning machine guns in wings. Projecting gun barrels and blisters in top wing surface. Spitfire Mk IIC Conversion of Mk IIB with 1,460 hp (1,089 kW) Merlin XX engine for Air Sea Rescue duties. Rescue pack dropped from 2 flare chutes in fuselage underside. Rack under port wing for smoke marker bombs. 52 conversions. Later redesignated ASR Mk II. Spitfire Mk II One Mk II converted with flush fitting auxiliary fuel tank under each wing outboard of wheel wells, plus enlarged oil tank in deeper nose. Spitfire Mk III Supermarine Type 330 & 348. Planned production version with Merlin XX engine, enlarged radiator and stronger wing spar, strengthened landing gear, retractable tailwheel, additional armour, new bullet proof windscreen. One new-build (N3297) and one Mk V converted (W3237). Further production cancelled. Plastic Spitfire One Type 300 fuselage was constructed using Aerolite plastic material in August 1940, as an insurance against aluminium shortages. Not flown. Spitfire PR Mk IA (Also known as PR Type A). Conversion of Mk I for photo reconnaissance role. Short range version. Armament removed. 1 x F.24 camera in each wing. 2 conversions (N3069 & N3071). Spitfire PR Mk IB (Also known as PR Type B). Conversion of Mk I for photo recce. Medium range version. Armament removed. 1 x F.24 camera in each wing, 29 gallon (132 l) fuel tank behind pilot. 8+ conversions. Spitfire PR Mk IC (Also known as PR Type C). Conversion of Mk I for photo recce. Long range version. Armament removed. 30 gallon (137 l) fixed blister tank under port wing, balanced by blister under starboard wing housing 2 x F.24 cameras. 29 gallon (132 l) fuel tank behind pilot. 15 conversions. Later designated PR Mk III. Spitfire PR Mk ID (Also known as PR Type D). Conversion of Mk I for photo recce. Very long range version. Armament removed. 57 gallon (259 l) integral fuel tanks in wing leading edges, 2 x F.24 or F.8 camera in fuselage behind pilot, 29 gallon (132 l) fuel tank behind pilot. 14 gallons (64 l) extra oil in port wing former gun-bay. Rounded windscreen plus canopy with bulged canopy sides. 2 Mk I conversions (P9551 & P9552) plus 'production' version based on Mk V airframes as PR Mk IV. Spitfire PR Mk IE (Also known as PR Type E). Conversion of Mk I for photo recce. Medium range version. Armament removed. 1 x F.24 camera under each wing in bulged mounting - sighted obliquely not vertically, 29 gallon fuel tank behind pilot. 1 conversion (N3317). Later designated PR Mk V. Spitfire PR Mk IF (Also known as PR Type F). Conversion of Mk I for photo recce. Super long range version. Armament removed. 30 gallon (137 l) blister tank under each wing, 29 gallon (132 l) fuel tank behind pilot, total extra fuel 89 gals (269 l). Enlarged oil tank in deeper nose. 2 x F.24 cameras behind cockpit, later other camera installations. Nearly all existing Bs and Cs modified to F standard. Later designated PR Mk VI. Spitfire PR Mk IG (Also known as PR Type G). Conversion of Mk I for photo recce. Armed recce version. 8 machine guns armament retained with bullet proof windscreen. 1 x F.24 camera mounted obliquely behind cockpit + 2 x F.24 looking vertically down, 29 gallon (132 l) fuel tank behind pilot. 5+ conversions. Later designated PR Mk VII. Type 300 Supermarine designation for F.37/34 Spitfire prototype and Mk I production version. Type 311 Supermarine designation for Spitfire F.37/34 with Merlin E engine. Project only Type 312 Supermarine designation for Spitfire variant to meet F.37/35 with Merlin E engine and 4 x 20 mm cannon. Project only. Requirement met by Westland Whirlwind. Type 323 Supermarine designation for Speed Spitfire Type 329 Supermarine designation for Spitfire Mk II Type 330 Supermarine designation for Spitfire Mk III Type 332 Supermarine designation for Spitfire Mk I export for Estonia. FN guns. Type 335 Supermarine designation for Spitfire Mk I export for Greece. Merlin XII. Type 336 Supermarine designation for Spitfire Mk I export for Portugal. Merlin XII. Type 337 Supermarine designation for Spitfire Mk IV Type 338 Supermarine designation for Spitfire Mk I for Fleet Air Arm. Merlin XII. Type 341 Supermarine designation for Spitfire Mk I export for Turkey. Merlin XII Type 342 Supermarine designation for Spitfire Mk I with Roc floats. Type 343 Supermarine designation for Spitfire Mk I long range version. Merlin XII. Project only Type 344 Supermarine designation for Spitfire Mk III on Supermarine floats. Project only Type 345 Supermarine designation for Spitfire Mk I with 13.2 mm guns. Project only Type 346 Supermarine designation for Spitfire Mk IC universal wing. Type 348 Supermarine designation for Spitfire Mk III 2nd prototype (W3237). Merlin XX.
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THE MOLLER SKYCAR
Imagine instead of driving to work you hop into your very own personal flying machine and literally hover over the traffic jams ? pure speculation or a figment of the imagination ? no the very concept of the flying car is being actively pursued by a company in America called 'Moller' this company has been actively developing the flying car of the future which will literally change the way we go about our everyday travel,unlike an helicopter which has rotor blades this is an high tech sophisticated machine which has adjustable engine pods which turn to give either forward or vertical flight,the aircraft will fly safely on one engine,the fan units are contained in a shroud with fan units that drive the aircraft,at the moment the aircraft is being actively tested in a tethered state but soon an exciting project will take place where it will be test flown across a large lake called Milk Farm,here over a 60 acre area the Skycar will be test flown with flotation gear attached at an altitude of 50 feet above the 10 feet deep specially built lake which has silt in the bottom and no rocks,this unique method of testing will ensure through test flying and development,full certification is aimed at not later than the year 2008.
This machine is the only feasible and personally affordable vertical take off and landing ( VTOL ) vehicle in the world today.
Moller are totally dedicated to the continued design and development of this remarkable step forward in creating a unique personal transport system,this is what they have to say about the Moller M400 Skycar-
You've always known it was just a matter of time before the world demanded some kind of flying machine which would replace the automobile. Of course, this machine would have to be capable of VTOL, be easy to maintain, cost effective and reliable. Well, we at Moller International believe we have come up with the solution. That solution is the Volantor named M400 Skycar.
Let's compare the M400 Skycar with what's available now, the automobile. Take the most technologically advanced automobile, the Ferrari, Porsche, Maserati, Lamborgini, or the more affordable Acura, Accord, or the like. It seems like all of the manufacturers of these cars are touting the new and greatly improved "aerodynamics" of their cars. Those in the aerospace industry have been dealing with aerodynamics from the start. In the auto industry they boast of aerodynamics, performance tuned wide track suspensions, electronic ignition and fuel injection systems, computer controllers, and the list goes on. What good does all this "advanced engineering" do for you when the speed limit is around 60 MPH and you are stuck on crowded freeways anyway?
Can any automobile give you this scenario? From your garage to your destination, the M400 Skycar can cruise comfortably at 275 MPH (maximum speed of 375 MPH) and achieve up to 20 miles per gallon on clean burning, ethanol fuel. No traffic, no red lights, no speeding tickets. Just quiet direct transportation from point A to point B in a fraction of the time. Three dimensional mobility in place of two dimensional immobility.
No matter how you look at it the automobile is only an interim step on our evolutionary path to independence from gravity. That's all it will ever be.
Moller International's M400 Skycar volantor is the next step.
We plan to begin untethered flights when we have at least one additional M400 nearing completion. All flights will occur over a specially constructed lake. This lake is part of the Milk Farm development , a commercial 60-acre development underway near the city of Dixon in California on Interstate 80. The lake will have an area of 5 to 6 acres and will be approximately 10 feet deep with a silt, rock free bottom. Most flights will occur at less than 50 feet altitude and will incorporate flotation gear attached to the Skycar.
Passengers 4
Maximum speed 375 MPH
Cruise speed (20,000 ft.) 275 MPH
Range 750 Miles
Size Large automobile
Best mileage approx. 20 MPG
Useful payload 750 lbs
Can hover with one engine failed
Uses non-fossil fuel (ethanol)
Interested to find out more about this unique vehicle I was lucky enough to interview a University feasibility study engineer working with Moller,this is how it went-
SM-This has got to be the most exciting project aimed at getting the man in the street off the ground and away from the traffic jams in recent years,why did you select the pure VTOL concept as opposed to normal rotary flight ?
ME-Helicopters are one way to travel but not the ultimate in personal transport,what Moller are developing is a different approach by offering a perfectly practical multi passenger vehicle that can be safgely operated from a small area,without the hassle of rotor blades.
SM-How long has the project been going ?
ME-Far longer than people think,Moller have been slowly but surely developing the Skycar for the past 15 years.
SM-So why has it taken so long to get to the prototype stage ?
ME-Well new technology demands new ideas to be put into place,treading slowly but surely to get the best possible features incorporated into the Skycar concept,things are speeding up now that a full sized prototype is flying albeit under safety tether.
SM-The proposed over lake test programme is unique,is there a god reason for this ?
ME-Yes to get the very best from the testing programme,the aircraft will be flown low down under ground effect,a bit like an hovercraft but at 50 feet from the ground.
SM-How long do you think it will be before we see these machines flitting across the skies ?
ME-Well if the certification programme goes well then it could be far sooner that you thing,at least by the year 2010.
SM-What about navigating these machines,how will that be achieved ?
ME-The Skycar will have sophisticated navigational aids enabling it to be flown down its very own airways,this is something that also is quite unique.
SM-How do you think the various aviation authorities will take to that ?
ME-They are already aware of the increase in general aviation traffic throughout the world,and the need for something to be done about it,similar systems are already planned for the future,the Skycar literally travels down a set route unique to that machine,it just has to come along,also the Skycar travels low down below normal air traffic.
SM-So what about training ? are there any plans to set up specialised training schools ?
ME-Yes indeed,a worlwide set up in fact,you will be able to purchase your machine straight from a dealer who will offer specialised training,much like helicopter schools but aimed at the Skycar.
SM-You seem to be very confident that there will be a market,how much market research has been done on this ?
ME-The market is immense,market research tells us that there is a big demand for hassle free point to point personal travel above the motorways,and once more people will pay for that privalige.
SM-Do you see larger Skycars being developed in the near future ?
ME-The plans at the moment are for the M400 which is a 4 seater machine,there is nothing in place at the moment for anything larger,but it could happen,who knows ?
SM-Well thank you for your valuable time,the project sounds fascinating and I wish you the very best with future developments,in fact I look forward to it like many others with great interest.
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Beech 55 Baron.
D-ILFY Beech 55 Baron
TC-0499
Elmdon 13-03-78
white/green/orange
Certificate of airworthiness expired 14-12-82
D-ILFW reserved for restoration but not taken up.
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Boeing B-17 Fortress.
Boeing B-17 Fortress
G-BEDF
Formerly-44-85784 U.S.A.A.F
F-BGSR Survey aircraft Institute Geophysical Survey
N17TE
Painted as 124485 today
Taken at Duxford on 18-06-78
Made a formation flypast with a Beech 18,B-25,Harvard and an Invader,the invaders port engine went u/s with a broken bearing.
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North American F-86 Sabre.
North American F-86F-35-NA Sabre
C/N 202-80
31152 Norwegian Air Force service from 1957
Former U.S.A.F 53-1151
Wethersfield 17-06-61
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Grumman G.73 Mallard
Grumman G.73 Mallard
N83781
Built 14-10-46 as N2940
Picture at Kidlington on 20-02-78
Delivered Cannes-Jersey 26-01-78,Hurn 27-01,Hatfield 27-01
Ex N121SP,VH-SPL 1976,N83781 1977,to N604SS 1985 Virgin Island Shuttle Inc,Christiansted
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Avro Lancaster B.X ( MR )
Victory Aircraft built Lancaster B.X ( MR ) Maritine
FM104
Removed from a plinth in 2000 and under restoration
Canadian National Exhibition Grounds,Toronto 1964
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Westland Whirlwind HAR.1
Westland Whirlwind HAR.1
WA.006
XA866/A2350
Donnington Park Race circuit 17-02-78
Used in Antartic Expedition,colourscheme orange lower,gloss black upper
Scrapped on site
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Armstrong Whitworth AW.660 Argosy E.2
Armstrong Whitworth AW.660 Argosy E.2
XP412 'Hamilcar'
Calibration checking aircraft,served with 105,267,115,70 squadrons R.A.F
Air Bridge Carriers G-BDCV,ferried from Kemble 22-02-78
Engines removed as aircraft had excessive corrosion and was scrapped on site
Taken at EMA 17-02-78 whilst undergoing dismantling by Fields Aircraft servicing
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Convair VT-29B
Convair VT-29B
0-17899
On loan to the IWM at Duxford
Taken 18-06-78
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Bristol Britannia
OO-YCG Bristol Britannia
XM498 'Hadair' 1959
WFU Stored Kemble 1975
Capt.J.De.Druy 11-06-76
OO-YCG Young Cargo 05-05-76
EL-LWG Liberia World Airlines 11-07-77
WFY Stored Manston 1978
9Q-CDT Domaine De Katale 1980
WFU Stored Kinshala,Zaire
Broken up
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Boieing Stratocruiser
Lovely old shot of a Pan American Airways Boeing Stratocruiser.
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Avro 19 Anson
G-AHIG Avro 19 Series 1
British European Airways
Written Off 06-08-55
PH857 Avro Anson C.12
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De Havilland DH.3 Prototype Pusher Twin
De Havilland DH.3 Twin pusher biplane 1916
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De Havilland DH.6 Two seater biplane
De Havilland DH.6 Two seater biplane
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Armstrong Whitworth Siskin 3A
J-9355 Siskin 3A
This particular aircraft was built by the Gloster aircraft company
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Kaman Huskie
Kaman Huskie
Composite airframe 24535 & 24538
Midland Air Museum
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Fokker Dr.1 Triplane
Fokker Dr.1 Replica built by Vivian Bellamy of Westward Airways,Lands End
G-BEFR,flew as '1425/17'
Pictured outside Sandy Topans compound at Cranfield in 1986
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Fokker Dr.1 Triplane Replica
Fokker Dr.1 Triplane G-BEFR outside Sandy Topans hangar at Cranfield during the 1986 PFA Rally
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De Havilland Tiger Moth
G-AOYU Tiger Moth with G-ANRM in the background at the Gliding championships at Husbands Bosworth in 1977.
The colourscheme at this time was silver with blue decking and tail.
Went to Canada as C-GABB.
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De Havilland DH.87B Hornet Moth
G-AHBL Hornrt Moth
Owned by Dr Ursula Hamilton and based at Baginton
Seen here at Burnaston airfield on 12-04-87 just prior to its closure.
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Airship Industries Skyship 500
Airship Industries Skyship 500 was used on an extensive advertising tour of the UK for the Fuji film company,see here while at Baginton on 14-08-86.
Sold in the U.S.A as N502LP to Trans Continental Leasing Inc,Orlando.
________________________________________________________________________________________________________
Dieppe Spitfires
Here is a rare picture of the white cowl striped Spitfires used in the Dieppe raid,this would make a very unusual colourscheme for this aircraft.
On 19 August, 6,000 Canadian troops were put ashore at Dieppe for a large-scale raid. Code-named Operation Jubilee, the raid was a costly failure but provided invaluable lessons for subsequent seaborne invasions. Of the 67 RAF squadrons committed in support, 48 were of Spitfires - 42 with Mk Vs, four with Mk IXs and two with Mk VIs. Of the 106 Allied aircraft lost, 88 were fighters, most of them Spitfires.
And a lovely flypast of Spitfires at the Duxford air show,can you hear those Griffon engines roar ( from Avro Shackletons ) ? PRU Blue scheme would make a simple but effective scheme.
_______________________________________________________________________________________________________
De Havilland Tiger Moth.
G-ANKT/T6818 Tiger Moth at Old Warden 27-04-78.
This aircraft was originally based at Halfpenny Green and Baginton in a yellow/red scheme.
The engine originally fitted to her went into the Foster Wikner Wicko G-AFJB.
______________________________________________________________________________________________________
Bristol Britannia 312.
G-AOVT Bristol Britannia 312
c/n 13427
Duxford 18-06-78
Monarch Airlines
_______________________________________________________________________________________________________
Sea Devon C.20
XK896 Sea Devon C.20
c/n 04473
Baginton 05-12-77
Support aircraft for a Wessex helicopter XT483 which caught fire near Coventry on 28-11-77 and was repaired on site at Baginton,the Sea Devon came from H.M.S Heron ( in gold on the fin ) grey lower with blue cheat lines.
Became G-RNAS 16-11-82,withdrawn from use at Filton.
________________________________________________________________________________________________________
Boeing 707
G-BAEL Boeing 707-321
East Midlands 17-02-78
white with two broad red bands and tail,this aircraft was operated by Donalson Cargo from Gatwick as 'Juno II' 17-10-72,ceased operations on 08-08-74,aircraft seized by bank and found its way to British Midland airways 03-09-75.
History-
N724PA 08-12-59
N2276X 15-06-78
HK-2477X 1980
9Q-CZK 08-03-83
9Q-CGO 1989
9Q-CJW 1990
WFU 1992
_______________________________________________________________________________________________________
Champion Tri-Traveller.
G-ARAP Champion Tri-Traveller 7FC
Old Warden 14-05-78 ( AOPA Meeting )
c/n 7FC-394
Owned at the time by R.P.Stratton,Bicester
red/white
Withdrawn from use.
________________________________________________________________________________________________________
North American Harvard.
PH-KMA Harvard & G-BBMX Chipmunk 22 at Old Warden on 14-05-78 for an AOPA Meet.
The Harvard is now in the Osterreichisches Luftfart museum,Austria and the Chipmunk based at Eelde.
________________________________________________________________________________________________________
_________________________________________________________________________________________________________
TSR2
XR222
c/n P4
Incomplete airframe
01-09-77
Cranfield
Went to Duxford for preservation
_____________________________________________________________________________________________________
Miles Gemini 1A
G-AKKH
14-05-78 Old Warden
J.S.Allison,Halton
Formerly owned by Mike Russell at Gmston
________________________________________________________________________________________________________
Gardan/Socata GY.80 Horizon 180
G-AVMA
25-04-78 Baginton
B.R & Mrs.S.Hildick,Castle Hill,Stonnall
red/white/black
______________________________________________________________________________________________________
Boeing B-17G Fortress
G-BEDF/485784
13-08-78 Baginton
_______________________________________________________________________________________________________
Hiller UH.12E
G-HILR
14-05-78 Old Warden
Sold as D-HOSI to Grasberger GMBH written off Aschau,Germany on 09-09-98
_______________________________________________________________________________________________________
Lockheed T-33 Silver Star Mk.3
G-WGHB
Ex CF-EHB,CAF 133640,RCN 21640
O.A.Haydon-Baillie
Duxford 18-06-78
To the Tabernacle at Baginton after owner killed in Mustang I-BILL ( canopy detached in a loop )
Went to Parkhouse Aviation at Hibadstow,sold ?
_______________________________________________________________________________________________________
N9115Z B-25 Mitchell
'Marvellous Miriam'
30-05-78 Little Rissington ( filming 'Hannover Street' )
Jeffe Hawke Visionaire International
Donated to the R.A.F Museum,Hendon by Doug Arnold
Ex U.S.A.F 44-29366
Used 151645 for filming
8838M inventory for R.A.F Museum
______________________________________________________________________________________________________
N9455Z B-25 Mitchell
'Big Bad Bonnie'
30-05-78 Little Rissington ( for filming 'Hannover Street' )
Ex Tallichets Yesterdays air force,named 'Tokyo Express'
Airworthy with Military Aircraft Restoration Corp,Anaheim
_______________________________________________________________________________________________________
Vickers Varsity T.1
WF408/V
09-11-77 Cosford,R.A.F Museum
8395M
Used for Air Rage training at East Grinstead with Sabrewatch
Scrapped at Northolt after fire training use.
_______________________________________________________________________________________________________
Beech D.18S G-ATUM
ex N20S,D-IANA,to N15270 03-1969
Scrapped in the U.S.A at Stephen Quito,Cookham Dean
The aircraft is shown at Baginton when she arrived at EAE for care and maintenance prior to sale,she was taken on by Handley Page who part exchanged her for some Heralds with Bavaria Flugluft
The aircraft went to Lasham where she was involved in some filming which also entailed a fire ? then went to the States as N15750.
Beech G18 this particular model was produced by Beech in 1961
Beech M35 Bonanza N9977R
Beech Baron N9377Y
_____________________________________________________________________________________________________
Dove Srs 1
6V-ABL
Ex G-AJOT Brooklands Aviation Ltd
Sold to Air Senegal 01-10-68 after restoration by EAE,Baginton.
_____________________________________________________________________________________________________
De Havilland Hornet Moth
G-ADKC
Ex R.A.F X9445
Cranfield 1985
_______________________________________________________________________________________________________
Boeing Vertol 234LR Commrcial Chinook
G-BISR
Ex N236BV
N236CH Colombia Helicopters,sold as P2-CHI
Stored with Dollar Helicopters 03-10-88 following crashes of type in British Airways helicopters service,the oil rig engineers refused to fly on this type of helicopter and they had to be withdrawn from use and eventually sold.
_______________________________________________________________________________________________________
Spartan Arrow
G-ABWP
Cirrus Hermes 2
Cranfield 1986
_______________________________________________________________________________________________________
Bell Jet Ranger
G-BNRC
Former Omani Air Force 601
Inscribed 'British Car Rentals'
To G-OBYT
18-04-88 Baginton
_________________________________________________________________________________________________________
De Havilland Tiger Moth
G-AOYU
Coventry Gliding club
Note former R.A.F roundals exposed on the side of fuselage,red with yellow wings
Sold as C-GABB to Reynolds Aviation Museum,Wetaskiwin.
Rapide G-ALBA Trans European Aviation,in the background.
_________________________________________________________________________________________________________
Fokker Dr.1 Replica
G-BEFR
_________________________________________________________________________________________________________
CURTISS C-46 COMMANDO.
C-GIBX Curtiss C-46 F-1-CU,ex 44-78649,N74171,5Y-IBX Relief Air Transport,still in service with First Nations Transportations Inc,Winnipeg International.
_______________________________________________________________________________________________________
Percival Provost T.1
_______________________________________________________________________________________________________
Vickers Valiant.
_______________________________________________________________________________________________________
Supermarine Swift.
________________________________________________________________________________________________________
Scottish Aviation Twin Pioneer.
_______________________________________________________________________________________________________
Vickers Wellington.
_______________________________________________________________________________________________________
De Havilland Tiger Moth.
______________________________________________________________________________________________________
Aerospatiale Squirrel.
______________________________________________________________________________________________________
FLYING DAREDEVILS.
During the early nineteen twenties there was a surplus of training airplanes in America left over from the first world war,many of these wood and fabric machines were scrapped off,others found their way to airplane brokers who sold them to budding would be pilots who taught themselves to fly,there was also a gallant band of ex war pilots who had little money but loved flying,they got hold of a Jenny,toured America landing in hired farmers fields and gave people a taste of what aviating was alll about and made a good living at the same time,long before the days of personal insurance we had people getting more and more daring in performing stunts in circuses,these same people got into the air and started to walk along the wings of their machines,they were called 'Wing Walkers' not content with doing that they got more adventurous and trying to get that little bit better act like changing the wheel of a machine in flight,or hanging from their teeth from the struts,with all of the wires on a Curtiss Jenny or Standard biplane they could cling onto these parts and entwine themselves.
Yes there were accidents,many falling to their death,to get a good idea of what stunt and daredevil flying is all about then try to get to see 'The Great Waldo Pepper' which gives a good idea what aviation was all about in those far off pre-regulated days before the Federal Aviation Authorities stepped in.
These old pictures from the archives show just how daring and fanatical these people were,some went onto greater things,the most famous being Charles Lindbergh who later went on to conquer the Atlantic single handed by air flying from America to France.Others less fortunate met a timely death either in crackups ( a popular term of that period ) or just sheer bad luck,one slip and that was it,over you went,very few wore any parachute,these would have been far too bulky for the stunts that they performed.
I dedicate these pictures to the true aviation circus pioneers of the early days of aviation,the bravery ( and sheer madness ) knew no bounds,the Barnstormers who toured America from coast to coast.
Making a pickup from a speed boat,the speed of the boat and the Jenny had to be very carefully timed.
Art Bebber wrestles with a Jenny with a rope ladder hanging underneath,stunts like this were relished by the film companies who kept the pilots and circus crews in employment.
Hanging from the wingtip anti-scrape loop and balancing on top of a Jenny wing required great nerve and skill,there were many accidents.
Having crawled down the top of the fuselage to the tail,the pilot in the front cockpit is hidden in this view.To crawl down like that with the slipstream blasting takes some doing,the had nerves of steel.Note the Jenny still has its military markings having been purchased from one of many of the war surplus yards of that time,airplanes had no certification and very little maintenance,attrition rates were very high.
____________________________________________________________________________________________________
Piaggio Avanti RP-180
_______________________________________________________________________________________________________
Spitfire cockpit.
______________________________________________________________________________________________________
Farnborough aerial view.
_____________________________________________________________________________________________________
Old Sarum.
______________________________________________________________________________________________________
G-BEAE Pawnee at Enstone 06-06-78,ex PH-CLM,N8505L.
____________________________________________________________________________________________________
Photographs taken by Captain Nigel Hitchman in Argentina March 2006 -
Gloster Meteor.
Boeing PT-17 Stearman.
Stinson Sentinal.
Davis V-3 old Us Design
Aero 45.
Republic Seabee.
Fleet Finch with Kinner radial engine.
Petrolini El Boyo,160 made for Argentinian flying clubs.
Schneider DFS Grunau Baby C/N 51
Gloster Meteor.
English Electric Canberra.
Piper Super Cruiser.
Morane Saulnier Paris.
Gloster Meteor.
Piper J.3C Cub.
Nord Norecrin.
Republic Seabee.
Aeronca C.3.
Aero 45.
Douglas Skyhawk.
Beech 18.
Norduyn Norseman.
Curtiss Wright CW.16 E.3
Beech Staggerwing D17S.
Nord Norecrin.
Douglas Skyhawk.
Douglas C-47.
Curtiss Wright CW.16 E Light sports aircraft.
De Havilland Dove.
Nord Norecrin.
Sikorsky S-55.
Stinson 108-1 Voyager,c/n 108-1581.
Stinson 108-1 Voyager c/n 108-1581.
Morava.
Morava.
Piper Super Cub.
Ekco Ercoupe.
Taylorcraft BC-12.
Piper Super Cub.
IA 50 Guarani II.
Piper Apache.
Fleet 10 c/n 15
Taylorcraft BC-12.
Auster Autocar.
Stinson Sentinal.
Ryan Temco Nvion.
Ryan Navion.
CASA 352LD at Frankfurt on the Terrace,Air Classik.
DC-1
Extra EA.500
Percival Mew Gull
Boeing PT-17 Stearman.
Payan PA100 Replica.
Buggati 100 Racer.
___________________________________________________________________________________________________
The typhoons flew out of Coltishall today 03-04-2006.
F.2 ZJ921 [BW] and T.1 ZJ800 [BC] departed on 22 at 10:25 returning for a single flypast before heading to Coningsby.
Harrier GR.9 ZG478 [41 Sqn Tail] departed on 22 at 16:20 heading straight to Coningsby
Jaguar GR.3A XZ112 [GW] (with the 65th Anniversary Tail that went tech on Sat) departed at 16:23 and requested flypasts.
1st Flypast was high speed, low level from the east banking right over the threshold to "buzz" the tower (I'm sure he took some aerials with him!)
2nd Flypast was also high speed, low level from the east, straight down the runway waggling his wings.
3rd and final Flypast was from the north, heading over the tower then pulling up vertical into the clouds. He then departed to Coningsby.
At 16:40 the tower announced "This Is RAF Coltishall Tower .......Coltishall Airfield Is Now Closed". The 50 or so spotters present in the field fell silent, this was the final moment, I'm sure many like myself "welled up" at the closure of this last Battle Of Britain airfield.
The crew at the "windsock truck" (sorry, don't know it's official title) then let off red & green flares for 10 mins before racing the crew landrover down the runway. It was funny that when they requested permission to do a "pass" down the runway, they were answered "ok, but not below 500ft as there were still children crying and car alarms going off from the Jaguar"!
RAF Coltishall, 1940 - 2006 RIP, The End Of An Era.......
My thanks to Andy Mc Quat and Terry Lee for this historical report.
________________________________________________________________________________________________________
CAPRONI STIPA DUCTED FAN DESIGN.
Over the years there has been some remarkable designs that had got maligned in aviation history,this is one such machine that just because of its odd looks many people could not take seriously,read the story of how one dedicated man set about conquering ducted flight with an ordinary Gipsy Major engine for the power source is a real one,that foresight has been reproduced as a modern flying replica that actually flies,here is that proof-
A book published by Giorgio Evangelisti prompted a group of Australians to build a replica of a remarkble flying machine from the past,the Stipa was built by the Caproni compani in Italy to test and develop a tubuler fuselage that was made into a ducted fan from a Gipsy Major engine providing the motive power,whilst a strange looking machine this aircraft must go down in history as a development way ahead of its time,Luigi Stipa knew exactly what he wanted and achieved that aim with the barrel like fuselage and the thrust harnessed within the tube.
Whilst many did not want to get involved with a flying replica a very special person got to work and built her,his name was Bryce Wolff,a creater supreme,who in 1977 met the original builder Gianni Caproni and managed to acquire enough material and drawings to build this definate one off machine.
Powered with a Italian Simonini racing engine the project was worked out at a scale of 65% original,remember the original was some some 12 feet tall and had a large wingspan of some 50 feet.
So 69 years after the first flight of the original machine another ducted fan flying barrell took to the air once again,sitting atop that big fuselage test pilot Bryce got to grips with the un-usual layout and mnaged to keep her steady with the wings level,we owe a lot to this design which was very advanced for its time,Caproni will go down in the annals of aviation history for what he achived,the ducted piston powered fan would eventually be fine tuned into the jet engines we know of so well today,a pioneer ? he most certainly was and we salute him here on Scale-Models for his foresight and a spirit of adventure.
_______________________________________________________________________________________________________
_________________________________________________________________________________________________________
Hiller UH-12E
Helicopter Pioneer Stanley Hiller has passed away 21 April 2006 at age 81 in the San Francisco Bay Area.
Stanley Hiller developed the famous Hiller Flybar,early helicopters suffered control difficulties and a way of dampening them needed to be found,this is really an over-simplification of what Hiller designed and came up with,his genuis was used on both his own Hiller UH-12E and the Bell companies model 47,if you have often wondered what those small paddles are below and at right angles to the main rotor then here is an explanation-
The flybar serves two purposes:
turning servo motion into main blade cyclic pitch changes.
stabilizing the rotor disk against pitching and yawing motions.
When external forces conspire to change the helicopter's orientation against the pilot's wishes, the flybar acts to dampen these forces.
The flybar is also called a "Hiller Servo Rotor". This is because a man named Stanley Hiller invented it. Basically the same swashplate cyclic action controls and causes the paddles or small airfoils to fly high or low in a synchronized manner just like the main rotor disk. The neat thing about the flybar is when it tilts it is also connected to the blade pitch horns through the mixers. This causes an additional cyclic factor to be input to the rotor blades. The flybar tilt through the mixers applies the correct cyclic control to the blades. Think of it like power steering, the swashplate flys the Hiller rotor which in turn flys the main rotor.
Next I Will try to Explain Why the Flybar Is Not Locked In Place . When Your Rotor Head Is Spinning, You Create A Giant Disk of Lift, If you Tilt the Disk In One Direction (Via Cyclic Control) The Helicopter Moves That Way. The Flybar is Not Locked In Place Because When The Rotor Head Is Spinning Centrifugal Force Pulls It To A Position That Is 90 Degrees To The Rotating Object (In This Case the Main Shaft), When you give A Control Input on the Cyclic The Flybar Paddles Tilt In The Direction of The Input To Move the Helicopter That Way, And The Flybar Will Follow After It Once It Has Settled In (We are talking Nano-Seconds Here) If the Flybar was locked in place the helicopter would lose almost all stability that it currently has and would be almost unflyable.
Dieter Schluter invented the modern Bell Hiller control system that has been standard in model helis back in 1972 or thereabouts. The flybar is the outcome of initially using the Hiller only system of rotor control albeit in a very simplified form on a fixed pitch rotor head. I say simplified because the original Hiller rotor utilised flybar paddles that changed pitch as well. The modern Hiller system for models does not use a pitch change system for the flybar paddles. The modern model heli rotor system is basically a Hiller system with Bell direct input superimposed onto the control system. The flybar is essentially a "servo rotor" in that the pilot flies the servo rotor which in turn flies the main rotor. The benefit to this system is the reduced load on the servos. A modified Bell system of control where the swashplate controlled the cyclic pitch changes directly requires servos of relatively high torque to maintain control over the system. A good example of this technology can be found on Varios website. Take a look at their multiblade heads and you will see direct bell input to the main blades. The original Bell system as in the Bell 47 consisted of a stabiliser bar with tip weights fitted to the bar to provide gyroscopic stability and dampen the head response. This gyro stabiliser system was difficult to reproduce on a model as it is quite complex to tune on the fullsize. The flybar also has another benefit in that it insures 90 degree gyroscopic precession of the rotor head. A flybarless system does not necessarily precess at 90 degrees, it is more like 70-90 degrees depending on the system. Gyroscopic precession is where the actual input to the main rotor is put in 90 degrees prior to the action being completed. A simple illustration of this is to spin up a toy top or gyroscope and then give it a push with your finger and you will see that it moves at about 90 degrees to the point that you tried to make the input.
The UH-12 was Hiller Helicopters first production aircraft and first flew in 1948. The design was very successful with both two- and three-seat models that were sold to both civil and military markets.
The U.S. Army acquired the UH-12 and designated it the OH-23 Raven. The U.S. Navy designated this helicopter the HTE.
More than 2,000 were built by the time production ended in 1965. Production was re-launched in 1991.
Hiller Helicopters was formed by Stanley Hiller, Jr. to develop small coaxial helicopters. Hiller found success with a more conventional helicopter--the UH-12. The company built several other prototypes but none matched the success of the UH-12.
History
1942: Hiller Aircraft Company is formed to develop helicopters.
1948: Company reorganized as Hiller Helicopters.
1964: Hiller taken over by Fairchild Hiller.
1966: Company renamed Fairchild Industries.
1973: Heliparts, a company supporting existing Hiller products, renames itself Hiller Aviation.
1984: Hiller Aviation becomes a subsidiary of Rogerson Aircraft passing through several names--Hiller Helicopters, Rogerson Helicopters and Rogerson Hiller.
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JUNKERS Ju.52 3/m and CASA 352 Survivors.
An Aide Memoire of where to see these warbirds-
|
Werk Nr.
|
Country
|
Status
|
Reg
|
Additional information
|
|
4017
|
Sweden
|
PV
|
SE-ADR
|
Arlanda Aerospace Museum Stockholm, only cockpit section
|
|
4043
|
Argentina
|
PV
|
D-ABIS
LQ-ZBD
PP-CAX T-159
|
Museo Nacionale de Aeronautica, Bueonos Aires, ex Deutsche Lufthansa Kurt Wolfe
|
|
5489
|
Germany
|
PVA
|
D-CDLH
"D-AQUI"
|
Lufthansa Traditionsflug, Hamburg
|
|
5655
|
Portugal
|
S
|
103/6303
|
Museo do Ar, Lisbon. Previously at childrens playground in Evora.
|
|
5661
|
Portugal
|
S
|
104/6304
|
Museo do Ar, Lisbon, restored in Bodö Norway and returned to Portugal. In storage waiting for covered space in the museum for display.
|
|
5664
|
Norway
|
PV
|
LN-DAF 106/6306
|
Norsk Luftfartsmuseum, Bodö ex Museo do Ar, Lisbon
|
|
5670
|
Belgium
|
PV
|
OO-AGU
6309
|
Musee Royal de l'Armee, Brussels, From Portugal
|
|
5877
|
Uruguay
|
PV
|
CX-ABA
|
Museo Aeronautico, Montevideo
|
|
6134
|
Germany
|
PV
|
1Z+BY
|
Hugo Junkers Museum; Dessau, Ex lake Hartigvannet
|
|
6580
|
Switzerland
|
PVA
|
HB-HOS
|
Ju-Air, flies as A-701
|
|
6595
|
Switzerland
|
PVA
|
HB-HOT
|
Ju-Air, flies as A-702
|
|
6610
|
Switzerland
|
PVA
|
HB-HOP
|
Ju-air, flies as A-703
|
|
6657
|
Norway
|
PV
|
CA+JY
|
Forsvarets Flysamling Gardemoen, raised from lake Hartigvannet
|
|
6693
|
Germany
|
PV
|
DB+RD
|
Luftwaffen Museum Wunstorf, recovered lake Hartigvannet
|
|
6791
|
Norway
|
CR
|
CO+EI
|
Forsvarets Flysamling Gardemoen, ex lake Hartigvannet. The aircraft will cleaned and presereved before being put on display in the small village Bjerkvik near Narvik in a newly constructed museum. It will not be restored.
|
|
6821
|
Germany
|
PV
|
VB+UP
|
Technikmuseum Speyer recovered lake Hartigvannet, Painted with VB+JA on left side fuselage and under wing, with CA+JY on right side! Strange!
|
|
7220
|
Germany
|
PV
|
D-AZAW CJ+KA
EC-CAK
EC-ABE
T.2B-108
|
Museum fur Verkher und Technik, Berlin, ex Spanish AF Used by the Spanish Blue Legion on the Eastern front in 1942 as CJ+KA: Also reported as EC-CAN and CJ+AJ
|
|
7607
|
Greece
|
CR
|
4V+BT
II./TG2
|
Aircraft recovered by Greek Air Force in October 2003 off the island Leros from 40 meters. The aircraft will be restored for a museum, either the Air Force museum or the war museum on Leros.
|
|
501196
|
Portugal
|
S
|
201
6301
YA-C
PN+BN
|
Museo do Ar, Lisbon
|
|
501219
|
Portugal
|
S
|
200
6300
YA-B
PR+WK
|
Museo do Ar, Lisbon
|
|
501219
|
Portugal
|
PV
|
110/6310
|
Museo do Ar, Lisbon
|
|
|
Russia
|
CR
|
|
Recovered from crachsite in Siberia, reported to be under restoration in Novosibirsk.
|
|
|
Colombia
|
PV
|
FAC 625
|
FAC's CATAM Airbase Museum, Bogotá.
|
|
|
|
|
|
|
|
|
005
|
Portugal
|
S
|
6315
|
Museo do Ar, Lisbon
|
|
048?
|
England
|
PV
|
6316
"4V+GH"
|
IWM, Duxford
|
|
053
|
Germany
|
PV
|
IZ+IK
|
Hugo junkers Kaserne, Hohn AFB
|
|
205
|
Portugal
|
S
|
111/6311
|
Museo do Ar, Lisbon
|
|
216
|
France
|
PV
|
334/DG
|
Musee de l'Air, Paris, on loan to Musee de Trad. l'aeronatique Aeronavale.
|
|
222
|
Yugoslavia
|
PV
|
7208
|
Yugoslav Aeronautical Museum, Belgrad
|
|
363
|
Germany
|
PV
|
363
|
Deutsches Museum, Munich, displ. as Armee de l'air no 363
|
|
|
|
|
|
|
|
|
37
|
Germany
|
PV
|
T.2B-237
D-CIAD
|
Flugaustellung Museum, Hermeskeil maybe T.2B-127
|
|
50
|
Germany
|
PV
|
T.2B-140 RJ+NP
|
Auto und Technik Museum, Sinsheim
|
|
52?
|
Sweden
|
PV
|
T.2B-142
|
Svedinos Bil och Flygmuseum, Slöinge, Halmstad, Sweden, German Markings
|
|
54
|
Germany
|
PV
|
T.2B-144
"D-ANOY"
"D-CIAS"
|
Flughafen München
|
|
56
|
Canada
|
PV
|
T.2B-146
CF-ARM
"4006"
|
Wextern Canadian Avn. Mus. Winnipeg, rebuilt into Ju 52cao/ce
|
|
67
|
USA
|
PVA
|
T.2B-176
N352JU
|
Confederate Air Force, Midland, TX
|
|
72?
|
Spain
|
PV
|
T.2B-181
|
Murcia-Alcantarillas AB may be c/n 28, T.2B-118
|
|
96
|
Switzerland
|
PVA
|
T.2B-165
HB-HOY
|
Ju-Air ex D-CIAK
|
|
100
|
Germany
|
PV
|
T.2B-209
"D-2527"
|
Auto und Technik Museum, Sinsheim, displayed on pole
|
|
102
|
Spain
|
PVA
|
T.2B-211
/911-16
|
Museo del Aire, Cuatro Vientos AB, Madrid
|
|
24/103
|
France
|
PVA
|
T.2B-212
F-AZJU
|
Amicale J-B Salis, La Ferte Alais. Fuselage original German W.Nr. 24, wings from CASA serialled 103
|
|
135
|
USA
|
PV
|
T.2B-244
|
USAFM Dayton OH
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137
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Spain
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PV?
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T.2B-246
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Museo del Aire, Torrejon AB, Madrid
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145
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Spain
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PV
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T.2B-254
/721-14
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Museo del Aire, Cuatro Vientos AB, Madrid
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146
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USA
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PV
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T.2B-255
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NASM, Steven Udvar-Hazy Center, VA "D-ADLH" Lufthansa
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148
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Germany
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PV
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T.2B-257
"D-AQUI"
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Auto und Technik Museum, Sinsheim
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155 or could be 153
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USA
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PV
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T.2B-262 VZ+NK
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Ex G-BFHG Weeks air museum, fantasy of flight
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163
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England
|
PV
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T.2B-272
"G-AFAP"
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RAF Museum Cosford, British Airways
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164
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South Africa
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PVA
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T.2B-273
ZS-AFA
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South African Airways, SAA Jan van Riebeeck
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166
|
Germany/ USA
|
PV
|
T.2B-275
|
Sold to Paul Allens collection ex Deggendorf, ex D-ADAM
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RPV seen at Waddington Air Show 2006
Picture courtesy of Dave Peace.
APV-3
APV-3
APV-3
NASA Motorised sailplane UAV.
Tier 3 DarkStar.
Perseus B UAV.
Perseus B.
HIMAT
We are indebted to NASA for the use of these historic photographs which show the dynamic progress made by them on the UAV programme,thank you.
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Messerschmitt Bf.110
In 1936 the Luftwaffe published specifications for a long-range strategic fighter. The Messerschmitt Bf 110 was designed in 1934 and made its first flight on 12th May 1936.
The Messerschmitt BF 110 was an all-metal twin-engine aircraft, with a three crew housed in a long enclosed cockpit. Powered by two Daimler Benz engines, it had a maximum speed of 336 mph (540 km) and had a range of 680 miles (1,094 km). It was 39 ft 7 in (12.07 m) long with a wingspan of 53 ft 4 in (16.25 m). The aircraft was armed with 5 machine-guns and two 20 mm cannons.
The aircraft performed badly during the Battle of Britain and was redesigned. The installation of radar equipment made it the best night fighter in theLuftwaffe. The Messerschmitt A. G. company produced over 5,900 of these aircraft between 1936 and 1945.
This is the old Frog model of the Bf.110,the kit still crops up now and again.
A word about the finish which was achieved with Humbrol paint,firstly a thin coat of light grey was applied with a brush,whilst this was still wet, a soft toothbrush is dipped into a tray of thinned darker colour this was held about a foot away from the model,using a domestic knife the blade is drawn across the toothbrush and moved around,up and down and across etc,the two colours start to fuse and give a most realistic mottle effect,the secret is keeping the base colour just tacky enough to grab the spatter coat,I have used this technique on most of my Luftwaffe subjects with great success for years now,people think they have been airbrushed ?
Wear old clothes and do the job outside otherwise you will have a great representation of mottled furniture !
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FIAT G.212 Transport
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POU DE CIEL,FLYING FLEA,SKY LOUSE
Crosses LC.6 Model of a Flying Flea flown successfully
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FOCKE WULF FW.44 STEIGLITZ
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