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Sunday, February 8, 2009
Samolot akrobacyjny RWD-10
Samolot akrobacyjny RWD-10 Paper Model
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Samolot akrobacyjny
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Skocz do: nawigacji, szukaj
Samolot akrobacyjny - samolot, który dzięki swoim cechom konstrukcyjno-pilotażowym może wykonywać akrobację lotniczą i jest dopuszczony do wykonywania bądź tylko określonych figur akrobacji bądź do akrobacji pełnej (wszystkie figury akrobacji).
Samolot przeznaczony do wykonywania akrobacji z figurami generującymi jedynie przeciążenia dodatnie są zwane czasem samolotami półakrobacyjnymi, zaś te, które dopuszczają zakres przeciążeń od -10g do +12g - samolotami akrobacji pełnej (wyczynowej).
Zasadnicze cechy konstrukcyjne to:
* zwarta konstrukcja (małe momenty bezwładności)
* konstrukcja wytrzymała na przeciążenia zarówno dodatnie jak i ujemne
* duże powierzchnie sterowe warunkujące doskonałą sterowność
* stosunkowo małe obciążenie mocy (silnik o dość wysokiej mocy)
Zasadnicze cechy pilotażowe to:
* duża czułość sterów, szybka reakcja na sterowanie
* małe siły na sterach (znaczne odciążenie sterów)
* stosunkowo mała stateczność
The RWD-10 was a Polish aerobatics sports plane, single-seat parasol wing monoplane, used from 1933 to 1939 by the Polish aviation, constructed by the RWD team.
Development
The aircraft was designed as a single-seater aerobatic sports plane, that could also be used as a trainer for fighter aircraft pilots. The main designer was Jerzy Drzewiecki of the RWD construction team in the DWL (Doświadczalne Warsztaty Lotnicze) workshops. Its silhouette was similar to the RWD-8. The first prototype (registration SP-ALC), was flown in July 1933 by Drzewiecki. Its stability was not satisfactory, but after modifications, including lengthening a fuselage, it appeared a successful design and it completed state trials in 1935. In a mock dogfight with the PZL P.11c fighter, the RWD-10 kept on the P.11's tail. The first public aerobatics show of the RWD-10 took place during a Gordon Bennett Cup in ballooning in September 14-15, 1935 in Warsaw.
In 1936, a series of 20 aircraft was ordered by the LOPP paramilitary organization, funded by a public collection for aviation development. They were built in 1937 and then distributed among the Polish regional aero clubs - most (5) for Warsaw Aero Club. In 1938, another two were built. In total, approximately 22 serial RWD-10s were produced.
Three aircraft were crashed before the war, the rest were probably destroyed during the Invasion of Poland in 1939.
[edit] Description
Mixed construction single-engine single-seat braced high-wing (parasol wing) monoplane, conventional in layout. Fuselage of a steel frame, covered with canvas on a wooden frame, in aluminum in engine section. Straight double-trapezoid two-part wing, of wooden construction, covered with canvas and plywood in front, two-spar. The wing was supported by a central pyramid and twin struts. Wooden construction cantilever empennage, covered with plywood (stabilizers) and canvas (rudder and elevators). A pilot in an open cockpit, had a windshield. Conventional fixed landing gear, with a rear skid. Four-cylinder air-cooled inverted straight engine PZInż. Junior (licence built Walter Junior) with 82 kW (110 hp) nominal power and 90 kW (120 hp) take-off power. Two-blade wooden propeller Szomański, of a fixed pitch. Fuel tank in the fuselage: 54 l (fuel consumption 25 l/h).
[edit] Specifications (RWD-10)
Data from Glass, A. (1977)
General characteristics
* Crew: One, pilot
* Length: 6.2 m (20 ft 4 in)
* Wingspan: 7.5 m (24 ft 7 in)
* Height: 1.9 m (6 ft 3 in)
* Wing area: 9 m² (96.65 ft²)
* Empty weight: 350 kg (770 lb)
* Loaded weight: 475 kg (1,050 lb)
* Useful load: 125 kg (lb)
* Powerplant: 1× PZInż. Junior 4-cylinder air-cooled inverted straight engine, 120 hp (90 kW)
Performance
* Maximum speed: 218 km/h (135 mph)
* Cruise speed: 180 km/h (mph)
* Stall speed: 95 km/h (mph)
* Range: 360 km (224 mi)
* Service ceiling 6,000 m (19,680 ft)
* Rate of climb: 6.2 m/s, 372 m/min (1,220 ft/min)
* Wing loading: 53 kg/m² (10.9 lb/ft²)
* Take-off: 70 m
* Landing: 100 m
[edit] See also
Comparable aircraft
* Focke-Wulf Fw 56
[edit] References
* Glass, Andrzej: "Polskie konstrukcje lotnicze 1893-1939" (Polish aviation constructions 1893-1939), WKiŁ, Warsaw 1977, p. 308-311 (Polish)
Download Paper Model : Click Here
View full image please click on image
Samolot akrobacyjny
Z Wikipedii
Brak wersji przejrzanej
Skocz do: nawigacji, szukaj
Samolot akrobacyjny - samolot, który dzięki swoim cechom konstrukcyjno-pilotażowym może wykonywać akrobację lotniczą i jest dopuszczony do wykonywania bądź tylko określonych figur akrobacji bądź do akrobacji pełnej (wszystkie figury akrobacji).
Samolot przeznaczony do wykonywania akrobacji z figurami generującymi jedynie przeciążenia dodatnie są zwane czasem samolotami półakrobacyjnymi, zaś te, które dopuszczają zakres przeciążeń od -10g do +12g - samolotami akrobacji pełnej (wyczynowej).
Zasadnicze cechy konstrukcyjne to:
* zwarta konstrukcja (małe momenty bezwładności)
* konstrukcja wytrzymała na przeciążenia zarówno dodatnie jak i ujemne
* duże powierzchnie sterowe warunkujące doskonałą sterowność
* stosunkowo małe obciążenie mocy (silnik o dość wysokiej mocy)
Zasadnicze cechy pilotażowe to:
* duża czułość sterów, szybka reakcja na sterowanie
* małe siły na sterach (znaczne odciążenie sterów)
* stosunkowo mała stateczność
The RWD-10 was a Polish aerobatics sports plane, single-seat parasol wing monoplane, used from 1933 to 1939 by the Polish aviation, constructed by the RWD team.
Development
The aircraft was designed as a single-seater aerobatic sports plane, that could also be used as a trainer for fighter aircraft pilots. The main designer was Jerzy Drzewiecki of the RWD construction team in the DWL (Doświadczalne Warsztaty Lotnicze) workshops. Its silhouette was similar to the RWD-8. The first prototype (registration SP-ALC), was flown in July 1933 by Drzewiecki. Its stability was not satisfactory, but after modifications, including lengthening a fuselage, it appeared a successful design and it completed state trials in 1935. In a mock dogfight with the PZL P.11c fighter, the RWD-10 kept on the P.11's tail. The first public aerobatics show of the RWD-10 took place during a Gordon Bennett Cup in ballooning in September 14-15, 1935 in Warsaw.
In 1936, a series of 20 aircraft was ordered by the LOPP paramilitary organization, funded by a public collection for aviation development. They were built in 1937 and then distributed among the Polish regional aero clubs - most (5) for Warsaw Aero Club. In 1938, another two were built. In total, approximately 22 serial RWD-10s were produced.
Three aircraft were crashed before the war, the rest were probably destroyed during the Invasion of Poland in 1939.
[edit] Description
Mixed construction single-engine single-seat braced high-wing (parasol wing) monoplane, conventional in layout. Fuselage of a steel frame, covered with canvas on a wooden frame, in aluminum in engine section. Straight double-trapezoid two-part wing, of wooden construction, covered with canvas and plywood in front, two-spar. The wing was supported by a central pyramid and twin struts. Wooden construction cantilever empennage, covered with plywood (stabilizers) and canvas (rudder and elevators). A pilot in an open cockpit, had a windshield. Conventional fixed landing gear, with a rear skid. Four-cylinder air-cooled inverted straight engine PZInż. Junior (licence built Walter Junior) with 82 kW (110 hp) nominal power and 90 kW (120 hp) take-off power. Two-blade wooden propeller Szomański, of a fixed pitch. Fuel tank in the fuselage: 54 l (fuel consumption 25 l/h).
[edit] Specifications (RWD-10)
Data from Glass, A. (1977)
General characteristics
* Crew: One, pilot
* Length: 6.2 m (20 ft 4 in)
* Wingspan: 7.5 m (24 ft 7 in)
* Height: 1.9 m (6 ft 3 in)
* Wing area: 9 m² (96.65 ft²)
* Empty weight: 350 kg (770 lb)
* Loaded weight: 475 kg (1,050 lb)
* Useful load: 125 kg (lb)
* Powerplant: 1× PZInż. Junior 4-cylinder air-cooled inverted straight engine, 120 hp (90 kW)
Performance
* Maximum speed: 218 km/h (135 mph)
* Cruise speed: 180 km/h (mph)
* Stall speed: 95 km/h (mph)
* Range: 360 km (224 mi)
* Service ceiling 6,000 m (19,680 ft)
* Rate of climb: 6.2 m/s, 372 m/min (1,220 ft/min)
* Wing loading: 53 kg/m² (10.9 lb/ft²)
* Take-off: 70 m
* Landing: 100 m
[edit] See also
Comparable aircraft
* Focke-Wulf Fw 56
[edit] References
* Glass, Andrzej: "Polskie konstrukcje lotnicze 1893-1939" (Polish aviation constructions 1893-1939), WKiŁ, Warsaw 1977, p. 308-311 (Polish)
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Friday, February 6, 2009
HARVARD MK-IIB
HARVARD MK-IIB Paper Model
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This article is about the first T-6 Texan. For the newer Beech aircraft, see T-6 Texan II.
T-6 Texan/SNJ/Harvard
Role Trainer aircraft
Manufacturer North American Aviation
First flight 1 April 1935
Number built 15,495
Variants CAC Wirraway
The T-6 Texan was a single-engine advanced trainer aircraft designed by North American Aviation, used to train fighter pilots of the United States Army Air Forces, United States Navy, Royal Air Force and other air forces of the British Commonwealth during World War II. The T-6 is known by a variety of designations depending on the model and operating air force. The USAAC called it the "AT-6", the US Navy, the "SNJ", and British Commonwealth air forces, the Harvard. It remains a popular warbird aircraft.
Development
Harvard under restoration exposing internal structure
WAVES washing a SNJ at NAS Jacksonville.
A SNJ-5 variant flying in an airshow in 2004.
RNZAF North American Harvards at Onerahi Aerodrome, near Whangarei, New Zealand in 1961.
The T-6 originated from the North American NA-16 prototype (first flown on April 1, 1935) which, modified as the NA-26, was submitted as an entry for a USAAC "Basic Combat" aircraft competition in March, 1937. The first model went in to production and 180 were supplied to the USAAC as the BC-1 and 400 to the RAF as the Harvard I. The US Navy received 16 modified aircraft, designated the SNJ-1, and a further 61 as the SNJ-2 with a different engine.
A further 92 BC-1A and three BC-2 aircraft were built before the shift to the "advanced trainer" designation, AT-6, which was equivalent to the BC-1A. The differences between the AT-6 and the BC-1 were new outer wing panels with a swept forward trailing edge, squared-off wingtips and a triangular rudder, producing the definitive Texan appearance. After a change to the rear of the canopy, the AT-6 was designated the Harvard II for RAF/RCAF orders and 1,173 were supplied by purchase or Lend Lease, mostly operating in Canada as part of the Empire Air Training Scheme.
Next came the AT-6A which was based on the NA-77 design and was powered by the Pratt & Whitney R-1340-49 Wasp radial engine. The USAAF received 1,549 and the US Navy 270 (as the SNJ-3). The AT-6B was built for gunnery training and could mount a .30 in machine gun on the forward fuselage. It utilised the R-1340-AN-1 engine which was to become the standard for the remaining T-6 production. Canada's Noorduyn Aviation built a R-1340-AN-1 powered version of the AT-6A which was supplied to the USAAF as the AT-16 (1,500 aircraft) and the RAF/RCAF as the Harvard IIB (2,485 aircraft), some of which also served with the Fleet Air Arm and Royal Canadian Navy.
In late 1937 Mitsubushi purchased two NA-16's as technology demonstrators and possibly a licence to build more. However the aircraft developed by Watanabe/Kyushu as the K10W1 (Allied code name Oak) bore no more than a superficial resemblance to the North American design. It featured a full monocoque fuselage as opposed to the steel tube fuselage of the T-6 and NA-16 family of aircraft, as well as being of smaller dimensions overall and had no design details in common with the T-6. It was used in very small numbers by the Imperial Japanese Navy from 1942 onwards. The IJA did not operate any, as they had other aircraft that they used for training. After the war the Japanese Air Self Defense Force operated Texans.
The NA-88 design resulted in 2,970 AT-6C Texans and 2,400 as the SNJ-4. The RAF received 726 of the AT-6C as the Harvard IIA. Modifications to the electrical system produced the AT-6D (3,713 produced) and SNJ-5 (1,357 produced). The AT-6D, redesignated the Harvard III, was supplied to the RAF (351 aircraft) and Fleet Air Arm (564 aircraft). Subsequently the NA-121 design with a completely clear rearmost section on the canopy, gave rise to 25 AT-6F Texans for the USAAF and 931, as the SNJ-6 for the US Navy. The ultimate version, the Harvard 4, was produced by Canada Car and Foundry during the 1950s, and supplied to the RCAF, USAF and Bundeswehr.
A total of 15,495 T-6s of all variants were built.
Operational history
During the Korean War and to a lesser extent, the Vietnam war, T-6s were pressed into service as forward air control aircraft. These aircraft were designated T-6 "Mosquito"s.[1] The RAF used the Harvard in Kenya against the Mau Mau in the 1950s where they operated with 20 lb bombs and machine guns against the gangs. Some operations took place at altitudes around 20,000 ft asl. A Harvard was the longest-serving RAF aeroplane, with an example, taken on strength in 1945, still serving in the 1990s (as a chase plane for helicopter test flights - a role the Shorts Tucano's high stall speed was ill-suited for). The T-6G was also used in a light attack or counter insurgency role by France during the Algerian war in special Escadrilles d'Aviation Légère d'Appui (EALA), armed with machine guns, bombs and rockets. At its peak there were 38 EALA's active. The largest unit was the Groupe d'Aviation Légère d'Appui 72, which consisted of up to 21 EALAs. Portugal also used ex-French aircraft during the Portuguese Colonial War.
Since the Second World War, the T-6 has been a regular participant at air shows, and was used in many movies. For example, in Tora! Tora! Tora! and The Final Countdown, converted single-seat T-6s painted in Japanese markings represent Mitsubishi Zeroes. The New Zealand Warbirds "Roaring 40s" aerobatic team use ex-Royal New Zealand Air Force Harvards. The Reno National Air Races also has a class specifically for the T-6 during the National Air Races each year.
Download Paper Model : Click Here
View full image please click on image
This article is about the first T-6 Texan. For the newer Beech aircraft, see T-6 Texan II.
T-6 Texan/SNJ/Harvard
Role Trainer aircraft
Manufacturer North American Aviation
First flight 1 April 1935
Number built 15,495
Variants CAC Wirraway
The T-6 Texan was a single-engine advanced trainer aircraft designed by North American Aviation, used to train fighter pilots of the United States Army Air Forces, United States Navy, Royal Air Force and other air forces of the British Commonwealth during World War II. The T-6 is known by a variety of designations depending on the model and operating air force. The USAAC called it the "AT-6", the US Navy, the "SNJ", and British Commonwealth air forces, the Harvard. It remains a popular warbird aircraft.
Development
Harvard under restoration exposing internal structure
WAVES washing a SNJ at NAS Jacksonville.
A SNJ-5 variant flying in an airshow in 2004.
RNZAF North American Harvards at Onerahi Aerodrome, near Whangarei, New Zealand in 1961.
The T-6 originated from the North American NA-16 prototype (first flown on April 1, 1935) which, modified as the NA-26, was submitted as an entry for a USAAC "Basic Combat" aircraft competition in March, 1937. The first model went in to production and 180 were supplied to the USAAC as the BC-1 and 400 to the RAF as the Harvard I. The US Navy received 16 modified aircraft, designated the SNJ-1, and a further 61 as the SNJ-2 with a different engine.
A further 92 BC-1A and three BC-2 aircraft were built before the shift to the "advanced trainer" designation, AT-6, which was equivalent to the BC-1A. The differences between the AT-6 and the BC-1 were new outer wing panels with a swept forward trailing edge, squared-off wingtips and a triangular rudder, producing the definitive Texan appearance. After a change to the rear of the canopy, the AT-6 was designated the Harvard II for RAF/RCAF orders and 1,173 were supplied by purchase or Lend Lease, mostly operating in Canada as part of the Empire Air Training Scheme.
Next came the AT-6A which was based on the NA-77 design and was powered by the Pratt & Whitney R-1340-49 Wasp radial engine. The USAAF received 1,549 and the US Navy 270 (as the SNJ-3). The AT-6B was built for gunnery training and could mount a .30 in machine gun on the forward fuselage. It utilised the R-1340-AN-1 engine which was to become the standard for the remaining T-6 production. Canada's Noorduyn Aviation built a R-1340-AN-1 powered version of the AT-6A which was supplied to the USAAF as the AT-16 (1,500 aircraft) and the RAF/RCAF as the Harvard IIB (2,485 aircraft), some of which also served with the Fleet Air Arm and Royal Canadian Navy.
In late 1937 Mitsubushi purchased two NA-16's as technology demonstrators and possibly a licence to build more. However the aircraft developed by Watanabe/Kyushu as the K10W1 (Allied code name Oak) bore no more than a superficial resemblance to the North American design. It featured a full monocoque fuselage as opposed to the steel tube fuselage of the T-6 and NA-16 family of aircraft, as well as being of smaller dimensions overall and had no design details in common with the T-6. It was used in very small numbers by the Imperial Japanese Navy from 1942 onwards. The IJA did not operate any, as they had other aircraft that they used for training. After the war the Japanese Air Self Defense Force operated Texans.
The NA-88 design resulted in 2,970 AT-6C Texans and 2,400 as the SNJ-4. The RAF received 726 of the AT-6C as the Harvard IIA. Modifications to the electrical system produced the AT-6D (3,713 produced) and SNJ-5 (1,357 produced). The AT-6D, redesignated the Harvard III, was supplied to the RAF (351 aircraft) and Fleet Air Arm (564 aircraft). Subsequently the NA-121 design with a completely clear rearmost section on the canopy, gave rise to 25 AT-6F Texans for the USAAF and 931, as the SNJ-6 for the US Navy. The ultimate version, the Harvard 4, was produced by Canada Car and Foundry during the 1950s, and supplied to the RCAF, USAF and Bundeswehr.
A total of 15,495 T-6s of all variants were built.
Operational history
During the Korean War and to a lesser extent, the Vietnam war, T-6s were pressed into service as forward air control aircraft. These aircraft were designated T-6 "Mosquito"s.[1] The RAF used the Harvard in Kenya against the Mau Mau in the 1950s where they operated with 20 lb bombs and machine guns against the gangs. Some operations took place at altitudes around 20,000 ft asl. A Harvard was the longest-serving RAF aeroplane, with an example, taken on strength in 1945, still serving in the 1990s (as a chase plane for helicopter test flights - a role the Shorts Tucano's high stall speed was ill-suited for). The T-6G was also used in a light attack or counter insurgency role by France during the Algerian war in special Escadrilles d'Aviation Légère d'Appui (EALA), armed with machine guns, bombs and rockets. At its peak there were 38 EALA's active. The largest unit was the Groupe d'Aviation Légère d'Appui 72, which consisted of up to 21 EALAs. Portugal also used ex-French aircraft during the Portuguese Colonial War.
Since the Second World War, the T-6 has been a regular participant at air shows, and was used in many movies. For example, in Tora! Tora! Tora! and The Final Countdown, converted single-seat T-6s painted in Japanese markings represent Mitsubishi Zeroes. The New Zealand Warbirds "Roaring 40s" aerobatic team use ex-Royal New Zealand Air Force Harvards. The Reno National Air Races also has a class specifically for the T-6 during the National Air Races each year.
Download Paper Model : Click Here
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