red750
-
Posts
7,690 -
Joined
-
Last visited
-
Days Won
67
Content Type
Profiles
Forums
Gallery
Downloads
Blogs
Events
Store
Aircraft
Resources
Tutorials
Articles
Classifieds
Movies
Books
Community Map
Quizzes
Videos Directory
Everything posted by red750
-
Typical press (or TV) ignorance. I saw a graphic on the TV about a Boeing Airbus. -
Reports this morning that the Airbus was parked incorrectly.
-
https://x.com/FlightModeblog/status/1938862373424537667
-
The Kinney HRH (Hot Rod Helicopter) is an American helicopter that was designed by Robert Kinney and produced by Vortech, Inc in the form of plans for amateur construction. The aircraft was first shown at Sun 'n Fun in 2002. The HRH was designed to comply with the US experimental – amateur-built rules. It features a single main rotor, a single-seat enclosed cockpit with a windshield, skid-type landing gear and a four-cylinder, air-cooled, four-stroke, 165 hp (123 kW) Subaru EJ25 automotive engine. It is the high power to weight ratio that gives the aircraft its name. The aircraft fuselage is made from a mix of welded 4130 steel tube and bolted-together aluminum tubing, with a composite cabin shell. Its 25 ft (7.6 m) diameter two-bladed Waitman composite rotor has a chord of 8 in (20 cm). The tail rotor has a 46 in (117 cm) diameter. The aircraft has an empty weight of 1,000 lb (454 kg) and a gross weight of 1,350 lb (612 kg), giving a useful load of 350 lb (159 kg). With full fuel of 18.5 U.S. gallons (70 L; 15.4 imp gal) the payload is 239 kg (527 lb). The HRH can hover in ground effect at 7,000 ft (2,134 m) and out of ground effect at 5,000 ft (1,524 m). By January 2013 there was one example, the 2001 prototype, registered in the United States with the Federal Aviation Administration.
-
The Kennedy Giant was a British biplane heavy bomber designed by Kennedy Aeroplanes Ltd. during the First World War. The design was an imitation of works by Igor Sikorsky, with whom the owner of Kennedy Aeroplanes Ltd., C. J. H. Mackenzie-Kennedy, had ostensibly worked prior to setting up the company. The aeroplane was a notorious failure; its size meant that construction had to take place in an open field as none of the hangars near Hayes, Middlesex, where the prototype was assembled, were large enough to house it. For its weight, the aircraft's four engines were inadequate, and the resulting under-powered aircraft could only fly in a straight line once airborne. Following the unimpressive test flight, the design was cancelled and the prototype was left derelict at Northolt Aerodrome for a number of years.
-
-
The Howland H-2 Honey Bee is an American homebuilt aircraft that was designed by Bert Howland and made available by Howland Aero Design in the form of plans for amateur construction, with kits provided by Aircraft Spruce & Specialty Co. The H-2 first flew in 1986. The H-2 is a single-seat, open cockpit biplane, with conventional landing gear and a single engine in tractor configuration. The aircraft is made from aluminium and covered in doped aircraft fabric covering. The fuselage is made from square aluminum tubing that is TIG welded and weighs 24 lb (11 kg) when completed. Its 19 ft (5.8 m) span wings are of a straight planform and both of equal span. The wings have seven foam wing ribs per wing panel and incorporate a D-cell front spar and a C-channel rear spar. The landing gear is conventional, with suspended main wheels and a steerable tailwheel. The H-2 has an open cockpit, with a small windshield. Controls are conventional three-axis, with ailerons, rudder and elevator. The standard design has two ailerons, with four optional. Since the death of the designer plans have been intermittently available and were last provided by Classic Aero Enterprises. Aircraft Spruce and Specialty continue to provide raw materials kits. The aircraft has an acceptable power range of 40 to 95 hp (30 to 71 kW) and the Hirth 2706 of 65 hp (48 kW) is the standard engine recommended. Installation of the 95 hp (71 kW) Hirth F30, or an equivalent engine, along with an inverted fuel system, allows intermediate level competition aerobatics. The plans consist of 40 engineering drawings and a booklet of construction notes. Estimated building time is 800 hours. Variants H-2 Base model with two ailerons and a 65 hp (48 kW) Hirth 2706 engine H-2A Aerobatic competition model with four ailerons, inverted fuel system and a 95 hp (71 kW) Hirth F30 engine -
The Hodkinson HT-1 was a U.S., eight place, three-engined sesquiplane, first flown in 1929. Despite an order for five, only one had been completed before Hodkinson Aircraft went bankrupt near the start of the Great Depression. It operated in Guatemala for several years. Hodkinson Aircraft was founded in 1929 by William Wadsworth Hodkinson, one of the pioneers of the film industry who in 1916 had organized Paramount Pictures. He later went into film distribution, founding the W.W.Hodkinson Co. and then moved into the aviation business. The HT-1 was built by Valley Manufacturing Co. a division of Hodkinson Aircraft based in Glendale, California. Its designer, Don R. Berlin, later designed the Curtiss P-40. The wings of the HT-1 were both built around spruce spars and had rectangular plans out to rounded tips. The upper wing, with three-quarters of the total wing area, provided most of the lift and mounted narrow chord, Friese ailerons that reached from wingtips to above the outer engines. The short, lower wings were braced to the upper ones with parallel interplane struts between the wing spars. The HT-1 was powered by three 170 hp (130 kW) Curtiss Challenger radial engines, one in the nose and the others on top of the lower wing, braced by vertical struts to the upper spars. Behind the central engine the fuselage was flat sided, with the wing centre-section fixed to it by inverted V cabane struts faired into the fuselage's chrome-molybdenum tube structure. These provided a clear rear view from the pilots' cabin under the leading edge of the wing. Pilot and co-pilot sat side-by-side with dual controls, though the co-pilot's controls could be removed to allow an extra passenger to be carried. Their cabin was normally accessed through doors on either side but there was also a door in the rear which led down to the passengers' windowed, six seat cabin. There was a toilet at the back and also a baggage compartment, though this was only accessible from outside. Cabin access was via doors on either side, opening just ahead of the rear seats. Its tail was conventional, The fixed surfaces, like the fuselage, had chrome-molybdenum tube structures and the tailplane was mounted on top of the fuselage. The fin was braced to the tailplane and had a cropped, roughly triangular profile. The balanced rudder had a blunted rectangular profile.
-
The Hanriot H.110 was an unusual pusher configuration, twin boom, single seat fighter aircraft built in France in the early 1930s. It proved to be slower and less manoeuvrable than its contemporaries and failed to reach production, even as the Hanriot H.115 after receiving a more powerful engine and cannon armament. From 1916 until 1933, the only Hanriot fighter aircraft had been tractor biplanes. The Hanriot H.110, a twin boom pusher cantilever monoplane was therefore a considerable departure from the past. It was designed to compete in the STAé (Service Technique de l'Aéronautique or Technical Section of Aeronautics) 1930/31 C1 (single seat Chasseur of fighter) programme. The all-metal H.110 had an open cockpit and engine in a short central nacelle. It was powered by a 485 kW (650 hp) Hispano-Suiza 12Xbrs supercharged upright water-cooled V-12 engine behind the pilot, driving a three-blade pusher propeller. The pilot's headrest was smoothly faired into the engine cowling. There was a circular Chausson radiator in the short nose ahead of the open cockpit, with a variable position central cone to control the airflow. The wings were built around two spars. The central 25% of their span, between the booms, had constant chord. Immediately outboard they had a wider chord and beyond were double straight tapered to rounded tips. They carried almost full-span, narrow-chord Frise ailerons. Forward, the slim, square section and untapered tail booms blended into the wings at about mid-chord, the aft ends carrying a constant-chord tailplane slightly above them. This had rounded tips and a central elevator with a trim tab. A central, single, tall, round-tipped, wire-braced vertical tail was mounted on in it. The H.110 had a fixed, split, conventional undercarriage with each spatted mainwheel on a faired, near vertical shock absorber and a rearward leaning strut together forming a V, laterally braced with an inverted V-strut attached near the under-fuselage centre line. There was a central tailwheel on a long leg under the fin. The H.110 began flight testing in April 1933. Tested against its smaller and lighter competitors, it proved slower and less manoeuvrable and was returned to Hanriot for modification. It flew in April 1934 as the H.115, with its HS 12Xbrs engine uprated to 515 kW (691 hp), a new four-blade propeller with variable-pitch and a revised nacelle, shortened forward of the cockpit by 360 mm (14.2 in). A 33 mm (1.30 in) APX cannon was now housed in a fairing below the nacelle as an alternative to the earlier pair of Chatellerault 7.5 mm (0.295 in) machine guns. With its new engine and propeller the H.115 was quicker than the earlier version, with a top speed of 390 km/h (242 mph). After more modifications over the winter of 1934-5 it returned to Villacoublay in June 1935 and was officially flight tested until mid August, but failed to attract a contract.
-
The Dyle et Bacalan DB-70 was a large three engine French airliner with a thick airfoil centre section which accommodated the passengers. Two fuselages, part of the centre section at the front but distinct further aft, carried the empennage. First flown in 1929, only one was built. In 1925 the large naval ship builders Société Anonyme de Travaux Dyle et Bacalan, established in 1879 and based in Bordeaux, developed an aircraft manufacturing interest. They built several all-metal prototypes incorporating very thick wings. The DB-70 was the largest of these and the last to carry the company name: Dyle et Bacalan ceased trading in July 1929, before the DB-70 had flown, though the company reformed as Société Aérienne Bordelaise (SAB) that same month. As a result, the aircraft is sometimes referred to as the SAB DB-70; the letter prefix DB was retained, though aircraft designed later by SAB used the AB- form . The DB-70 was a very large, all metal aircraft built, like all Dyle et Bacalan aircraft, largely of duralumin. As on the 1926 DB-10, the centre section of the wing of the DB-70 was extremely thick and twice the chord of the outer wings, with a chord/thickness ratio of about 25%. The layout of the two designs was different, though; the otherwise conventionally laid-out DB-10 had thick wings inboard of its two engines, whereas the DB-70 was built around its thick centre section with twin fuselages, developed from it rearwards, carrying the empennage. The centre section also mounted the three 450 kW (600 hp) Hispano-Suiza water-cooled inline engines and the pilots' cockpit and enclosed the passenger accommodation. More details here.
-
Like their train passenger loads.
-
There is, or was, a Mk 21 Bristol Freighter, A81-1, at RAAF Museum, Point Cook, when I took this photograph on 28 Jan, 2007.
-
Also known as the Brown Potato Bug. The wing support (middle) was also a wing, so it was a triplane.
-
-
It's a Murphy Over and under, built by exhibition pilot Mike Murphy.
-
Report on TV today that one engine was brand new and the other not due for service till December.
-
Resurecting this old thread - there are a number similar. I came across this image, and know what it is, but thought I'd see who else knew.
-
The Edo OSE was a 1940s American single-seat multi-role floatplane designed and manufactured by the Edo Aircraft Corporation. The Edo Aircraft Corporation was an established company that produced seaplane floats. In 1946, Edo designed its first aircraft, the Edo OSE. Two prototype aircraft (designated XOSE-1) were built and flown in 1946. The XOSE-1 was a single-seat low-wing cantilever monoplane with a single float and fixed wingtip stabilizing floats. The wings could be folded for shipboard storage. The aircraft was designed for a variety of roles including observation and anti-submarine patrols. Unusually, it was designed to carry a rescue cell on the underwing hardpoints, which would be capable of carrying a single person when used for air-sea rescue. Eight production aircraft (designated XOSE-1) were built to a United States Navy order but none were accepted into service. A two-seat training conversion was carried out as the XTE-1, but production TE-2 aircraft were cancelled. Variants XS2E-1 Original designation for OSE and TE single seat floatplane scouts. XOSE-1 Prototypes and production single-seat aircraft redesignated from XS2E-1; eight built. XOSE-2 Prototype two-seat floatplane scout aircraft, two converted from XOSE-1. OSE-2 Production two-seat floatplane scout aircraft, four aircraft were assigned Bureau of Aeronautics numbers (BuNos.), but production was cancelled. XSO2E-1 Original designation for XTE-1 conversions. XTE-1 Two-seat floatplane trainer conversions, two aircraft converted from the XOSE-1 prototypes. TE-2 Developed from the TE-1, four aircraft were assigned BuNos., but production was cancelled. -
The Douglas XTB2D Skypirate (also known as the Devastator II) was a torpedo bomber intended for service with the United States Navy's Midway- and Essex-class aircraft carriers; it was too large for earlier decks. Two prototypes were completed, but the dedicated torpedo bomber was becoming an outdated concept, and with the end of World War II, the type was deemed unnecessary and cancelled. In 1939, Douglas designers Ed Heinemann and Bob Donovan began work on a VTB Proposal to replace the TBD Devastator torpedo bomber. In 1942, the team led by Heinemann and Donovan began work on a new project named the "Devastator II". On 31 October 1943, just four days after the very large Midway-class aircraft carriers were ordered into production, Douglas received a contract for two prototypes, designated TB2D, receiving the official name: "Skypirate". The TB2D was powered by a Pratt & Whitney R-4360 Wasp Major driving contra-rotating propellers. Four torpedoes (such as the Mark 13 torpedo) or an equivalent bomb load could be carried on underwing pylons. Defensive armament consisted of two 20 mm (.79 in) cannon in the wings and .50 in (12.7 mm) machine guns mounted in a power-operated dorsal turret. Very large for a single-engined aircraft, the TB2D would have been the largest carrierborne aircraft at the time; it could carry four times the weapon load of the Grumman TBF Avenger. With only limited support from the US Navy, and facing a recommendation for cancellation on 20 May 1944 due to the aircraft being designed only for the CVB carriers, the TB2D project was in peril even at the design and mockup stage.
-
The Bushcaddy R-80 is a Canadian ultralight and light-sport aircraft that was designed by Jean Eudes Potvin of Lac Saint-Jean, Quebec in 1994 and produced by his company Club Aeronautique Delisle Incorporated (CADI). It was later built by Canadian Light Aircraft Sales and Service (CLASS) of St. Lazare, Quebec and later Les Cedres, Quebec and now Bushcaddy of Lachute, Quebec. The R-80 designation indicates that the aircraft was originally designed for a Rotax engine of 80 hp (60 kW). The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft. The aircraft was designed to comply with the Canadian advanced ultralight rules and is also an approved US light-sport aircraft. It features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cockpit, fixed tricycle landing gear or conventional landing gear and a single engine in tractor configuration. The aircraft is made from 6061-T6 aluminum sheet over a cage of welded aluminum square 6061-T6 aluminum tube. The tail boom is conventional semi-monocoque construction. The non-tapered planform wings have 6061-T6 ribs and spars and employ a NACA 4413 (mod) airfoil. The airfoil modification removes the undercamber on the bottom of the wing, which makes construction easier, without giving up low speed performance. The aircraft's structure uses 2024-T3 aluminium for critical parts where extra strength is required, such as the spar, float and strut attachments as well as other critical components like the rudder horns. The R-80's structure is covered with 6061-T6 sheet of varying thicknesses; wing bottom skins are 0.016 in (0.41 mm) inches thick while the top is 0.020 in (0.51 mm) inches. The wings are supported by conventional "V" struts. 6061-T6 is predominantly used for its lower cost and also its better corrosion resistance, since many R-80s are flown on floats. Its 32 ft (9.8 m) span wing has an area of 168 sq ft (15.6 m2) and does not fit flaps. Standard engines used on the R-80 include the 80 hp (60 kW) Rotax 912UL and the 100 hp (75 kW) Rotax 912ULS four-stroke powerplants. The 115 hp (86 kW) turbocharged Rotax 914 has also been fitted. The aircraft can also be mounted on floats and skis. Controls include a central "Y" control stick. Construction time for the R-80 from the factory kit is 1,200 hours. Number built 80 (December 2011). Variants CADI R-80 Original production version built by CADI, about 60 produced. CLASS R-80 BushCaddy Version produced by CLASS of Saint-Lazare, Quebec, after buying the rights from Potvin in 1998. Production was later moved to Les Cedres, Quebec. To acknowledge the CADI name the aircraft was named the Bushcaddy as it is capable of carrying "a load of people and freight into the Canadian bush". Bushcaddy R-80 Current production version produced by Bushcaddy of Lachute, Quebec and later of Cornwall Regional Airport in Summerstown, Ontario, after buying the rights from CLASS in 2011. -
The image of the Jodel has ben removed. On my initial web image search for "Gazuit-Valladeau GV-1020", it came up. A search of a number of aircraft photo websites failed to find another image to replace it.
-
The Fairchild 22 Model C7 was an American two-seat touring or training monoplane designed and built by the Kreider-Reisner division of the Fairchild Aircraft Corporation at Hagerstown, Maryland. The aircraft has a parasol wing configuration and was used with a variety of engines; 127 were produced from 1931 to 1935. The aircraft was tested with a variety of wing configurations and features by NACA. The aircraft was designed by George Hardman of Kreider-Reisner after Sherman Fairchild purchased the company. Marketed as the Fairchild 22 Model C7 the aircraft was certified in March 1931. The Fairchild 22 was a mixed-construction, braced parasol-wing monoplane with a fixed tailwheel landing gear and a braced tail unit. It had two tandem open cockpits and was initially powered by an 80 hp (60 kW) Armstrong Siddeley Genet radial engine. After test flying the prototype the first production aircraft were re-engined with a 75 hp (56 kW) Michigan Rover inverted inline engine. The aircraft was fitted with both inline and radial piston engines. Number built 127 Variants C7 Powered by a 75hp Michigan Rover four-cylinder inverted inline piston engine (13 built) C7A Powered by a 95hp Cirrus Hi-Drive four-cylinder inverted inline piston engine (58 built). C7B Powered by a 125hp Menasco C-4 Pirate four-cylinder inverted inline piston engine (eight built). C7D Powered by a 90hp Wright Gipsy four-cylinder upright inline piston engine (one C-7C and 22 C-7D built). C7E Powered by a 125hp Warner Scarab seven-cylinder radial piston engine (11 built). C7F Powered by a 145hp Warner Super Scarab seven-cylinder radial piston engine (nine built). C7G Aerobatic version, powered by a 145hp Warner Super Scarab seven-cylinder radial piston engine (six built). XR2K-1 Military designation for one Scarab powered Model 22 impressed into service and used by NACA. NX14768 Experimentally designed wing added to the 1933 Fairchild 22 owned by Charles Townsend Ludington under the Ludington-Griswold Incorporated company, Saybrook, CT. Test flown in 1944, the wing had a series of flaps and wing tip fins. The design proved disappointing and the airplane was later sold. -
The Luton L.A.5 Major was a 1930s British two-seat high-wing cabin monoplane. Following World War II, plans were made available to suit construction as a homebuilt aircraft. The original L.A.5 Major was a two-seat light aircraft powered by a 62 hp Walter Mikron II engine. It was designed by C.H. Latimer-Needham, and built in 1939 by Luton Aircraft Limited at its Phoenix Works, Gerrards Cross, Buckinghamshire. The prototype (G-AFMU), designated L.A.5 Major, first flew on 12 March 1939. During 1943, the Phoenix Works burnt down, destroying the prototype, and causing the Luton Aircraft company to close. After World War II, Phoenix Aircraft Limited, formed by the designer C.H. Latimer-Needham and A.W.J.G. Ord-Hume, took over the design rights for the Luton Major. Latimer-Needham updated the design to make it more suitable for homebuilding, in which form it has become L.A.5A Major, with plans marketed by Falconar Avia of Edmonton, Alberta, Canada as the Cubmajor. An open cockpit version is marketed as the Majorette. Variants L.A.5 Major Prototype, one built. L.A.5A Major Updated homebuilt version, all homebuilt. Falconar Cubmajor Version marketed in kit and plans form by Falconar Avia Falconar Majorette Version with open cockpit marketed in kit and plans form by Falconar Avia -
The Griffon Lionheart is an American single-engined, six-seat biplane designed and produced in kit form for home building by Griffon Aerospace of Harvest, Alabama. The Lionheart is based on the Beechcraft Staggerwing biplane of the 1930s but unlike the steel tube, wood and fabric construction of the Staggerwing it has a composite structure. The Staggerwing has strut-braced wings but the Lionheart has cantilever wings with a total area about 20% less than the wings of the Staggerwing. It is powered by a 450 hp (336 kW) Pratt & Whitney R-985 Wasp Junior radial engine with a three-bladed propeller. It has a retractable conventional landing gear with a tailwheel. The enclosed cabin is slightly longer than the Staggerwing's cabin to allow room for the pilot and five passengers, and it has a split airstair access door on the port side. The Lionheart first flew on 27 July 1997 and was first displayed in public at EAA AirVenture Oshkosh a few days later. Five kits were sold by April 1998, and two of the kits were completed by 2001, with another almost complete. As of August 2011, three Lionhearts are registered in the United States, with another example on display in an aviation museum at Tullahoma Regional Airport in Tullahoma, Tennessee. Kits are no longer being produced. -
Westland Wessex
red750 replied to GolfWhiskeyHotel's topic in Warbirds, Vintage and Classic Aircraft
I know Wikipedia is often wrong in detail, but the profiles in the Aircraft/Warbirds section, based on Wiki, list maximum speeds as Welkin 385 mph (620 km/h, 335 kn) at 26000 ft (7900 m) Whirlwind 360 mph (580 km/h, 310 kn) at 15,000 ft (4,600 m)
