Aircraft of World War II

Coppers

johnbr — Tue, 21 May 2013 02:07:19 -0400

by: johnbr

WW2 poster

Wurger — Sun, 19 May 2013 03:43:45 -0400

by: Wurger

Description: Less dangerous .... than carless talk

WW2 poster

Wurger — Sun, 19 May 2013 03:43:44 -0400

by: Wurger

Description: Someone talked

WW2 poster

Wurger — Sun, 19 May 2013 03:43:44 -0400

by: Wurger

Description: A carless word .... another cross

WW2 poster

Wurger — Sun, 19 May 2013 03:43:44 -0400

by: Wurger

Description: Carless talk .... got there first

Piloted_A-9

johnbr — Sun, 12 May 2013 17:50:09 -0400

by: johnbr

A-12

johnbr — Sun, 12 May 2013 17:50:08 -0400

by: johnbr

148Squadronsmall

johnbr — Thu, 09 May 2013 09:00:23 -0400

by: johnbr

surcof-guns-note-the-hatches

johnbr — Thu, 09 May 2013 08:48:16 -0400

by: johnbr

Defiant_

johnbr — Thu, 09 May 2013 08:25:46 -0400

by: johnbr

liberator_cut_

johnbr — Thu, 09 May 2013 08:05:32 -0400

by: johnbr

BAC_English_Electric_Canberra

johnbr — Wed, 08 May 2013 18:36:26 -0400

by: johnbr

Description: 1 Rudder port depth 2 Stabilizer port 3 Mass balance rudder direction 4. Compensator rudder direction. 5. Compensator joint mechanism 6. Structure helm address 7 Light tail navigation 8 Pussy tail 9 Compensator 10. Depth starboard rudder 11 Remote control joint depth rudder 12 Jack incidence stabilizer 13 Reinforcement stabilizer 14 Frame stabilizer 15 Mass balance rudder depth 16 Stringer fixation derives 17 Wooden structure derives 18 Fairing root derives 19 Rods control stabilizer 20 Fuel ventilation duct 21 Structure fuselage rear section 22 Gate access rear fuselage section 23 Cartridges Starter replacement 24 Board rear fuselage section 25 Camera filming bombing 26 Jack gate Winery weapons 27 Gate Winery weapons 28 Double bulkhead rear Stringer 29 Accommodation rear fuel tank 30 Structure ceiling cellar weapons 31 Internal Flap (lowered) 32 Motor control flap 33 Structure internal section wing 34 Nozzle 35 Structure exhaust duct 36 Motor remote control external flap 37 Stringers wing 38 Pile driving servo 39 Compensating spoiler 40 Aileron port 41 Auxiliary fuel tank 42 Light wing tip navigation 43 Attack edge structure 44 Engine Rolls Royce Avon 101 45. Carenada engine start system 46 Bonnet 47 Accessory gear box 48 Accommodation equipment in border attack 49 Unit air conditioning 50 Accommodation GFCI port 51 Former attachment internal wing section. 52 Master joist fuselage 53 Accommodation front fuel tank 54 Structure fuselage formers and stringers 55 Front bulkhead fuel tank 56 Gate access magazine team 57 Bottles oxygen 58. Accommodation equipment radio and electronic 59 Mamaparo rear pressurization 60 Sailing ejection seat 61. Top panel escape cabin 62 Sailing mass 63 Presenters instruments and radar Navigator 64 Deck cabin 65 Pilot ejection seat 66 One-stop direct impaired 67 Control gases 68 Lever remote control 69. Pilot instrument panel 70 Pedals rudder direction 71 Position bomber 72 Blitz Viewer 73 pitot tube 74 bomber Viewer transparent panel 75 Floor cabin 76 Gate access cab 77. Electronic equipment 78 Ejection seat bomber 79 GFCI accommodation 8TH Registry access accommodation team radio 81 (2) Front wheels 82 Lodging battery 83 Gate Winery weapons 84 Accommodation equipment in leading edge 85. Electrical equipment 86 Accommodation GFCI starboard 87 Stringer locking master 88. It takes air engine 89 Fairing system boot 90 Engine Rolls Royce Avon 91 Valves bleed-air 92 Beam engine front 93 Former teacher Caucus 94 Annular former Stringer 95 Master Stringer 96 Rib border attack 97 Light navigation 98. Starboard wing tip structure 99 Fixing tank wing tip 100 Fuel filled mouth 101 Light navigation 102 Auxiliary fuel tank 103 Spoiler starboard 104 Structure spoiler 105 Compensator spoiler 106 Mass balance spoiler 107 Wing structure 108 Airbrake starboard (extended) 109 Duct exhaust gas engine 110 (Lowered) external Flap 111 Nozzle 112 Rear spar bulkhead 113 Structure internal section wing 114 Back edge flap leak 115 (Lowered) inner Flap 116 Rear rail fixing Unlimited Hosting Unlimited Space and BandWidth, Free Domain, Free Site Builder, PHP/MySQL www.GridHoster.com 1

Salmson Sal.2A2

Roelf — Wed, 08 May 2013 02:32:07 -0400

by: Roelf

Description: Profiles: World War 2 Drawings http://ww2drawings.jexiste.fr/Files/Site.htm For more information on this aircraft, Double-click on the link below: http://en.wikipedia.org/wiki/Salmson For more profiles of this aircraft, Double-click on the link below: http://wp.scn.ru/en/ww1/b/1849/21/0#1

3035-pirate-ships-1920x1080-fantasy-wallpaper

johnbr — Mon, 06 May 2013 06:36:03 -0400

by: johnbr

boeing-rah-66-comanche-helicopter-

johnbr — Mon, 06 May 2013 04:57:26 -0400

by: johnbr

77-lockheed-martin-f-22-raptor-1920x1080-aircraft-wallpaper

johnbr — Mon, 06 May 2013 04:54:48 -0400

by: johnbr

k

johnbr — Mon, 06 May 2013 04:33:55 -0400

by: johnbr

la-8

johnbr — Mon, 06 May 2013 04:10:24 -0400

by: johnbr

Description: INFORMATION FROM FLIGHT MANUAL FOR AMPHIBIAN AIRPLANE LA-8 Amphibian airplane LA-8 is designed for business and passenger transportation, patrolling, rendering medical aid in regions difficult of access, search and rescue, tourism and entertainment and for other operations, as well as for carrying out training flights over the earth and water surface in compliance with visual flight regulations. This airplane can take-off from and land on ground and water, paved or unpaved airfields meeting the requirements of the present Manual. In passenger option the number of seats is maximum eight, including the pilot. Airplane LA-8 is a cantilever monoplane with upper position of the wing, conventional single-fin empennage and tricycle landing gear system, including the nose landing gear. The airplane is fitted with two power plants - two aircraft engines M-337 AK made in Czech Republic - each rated at 210 h.p. The airplane is supposed to be used in all latitudes in Russia, in the countries of European Community, South-East Asia, the Middle East, and Latin America. GEOMETRIC PARAMETERS Length, m 11.10 Wing length, m * 14.0 / 15.0 The height of the parking lot, m 3.4 The maximum width of the fuselage, m 2.00 Wheel track, m 1,782 Wheelbase, m 3,432 Wing area, m * 20.2 / 22.1 DIMENSIONS OF PASSENGER (CARGO) CAR AND COVERS Length, m 3.45 Width, m 1.64 Height, m 1.24 Cabin volume cbm 3.7 Max. Length of cargo, m 4.43 Front upper hatch, mm 450 x 580 The rear top hatch, mm 1690 x 1290 Emergency (left, right), mm 680 x 680 PERFORMANCE DATA Max. take-off weight, kg 2720 Max. useful payload, kg 800 Max. fuel capacity, l 1500 Technical maximum altitude, m 4500 Max. allowable operating speed, km / h 305 Max. level flight speed, km / h 275 Cruising speed (economy), km / h 235 Range, at a speed of 235 km / h (at a commercial nagruzke800 lbs.), km / distillation 1200/4000 Time of flight at the speed of 235 km / h (in commercial nagruzke800 kg.) h 5.6 Rate of climb, m / sec 4-6 Takeoff land / water (at max. Weight), m 350/450 Landing speed (at max. Weight), km / h 98 Max. operating load, units +3,8-1,9 * Modification - distant sea

F-35_test_Aircraft

johnbr — Mon, 06 May 2013 04:01:34 -0400

by: johnbr

Description: http://en.wikipedia.org/wiki/Lockheed_Martin_F-35_Lightning_II

F-35B_USSWasp_02

johnbr — Mon, 06 May 2013 03:48:58 -0400

by: johnbr

lockheed-martin-f-35-lightning-ii

johnbr — Mon, 06 May 2013 03:40:58 -0400

by: johnbr

AIR_F-35B_Cutaway_lg

johnbr — Mon, 06 May 2013 03:16:46 -0400

by: johnbr

Description: F-35B The Pratt & Whitney F135 engine with lift fan, roll posts, and rear vectoring nozzle, as designed for the F-35B, at the Paris Air Show, 2007 F-35B vertical landing during its first sea trials aboard USS Wasp, October 2011. F-35B short-takeoff from USS Wasp during its first sea trials, October 2011. The F-35B is the short takeoff and vertical landing (STOVL) variant of the aircraft. Similar in size to the A variant, the B sacrifices about a third of the other version's fuel volume to make room for the vertical flight system. Takeoffs and landing with vertical flight systems are by far the riskiest, and in the end, a decisive factor in design. Like the AV-8B Harrier II, the B�s guns will be carried in a ventral pod. Whereas the F-35A is stressed to 9 g, the F-35B is stressed to 7 g. The F-35B was unveiled at Lockheed Martin's Fort Worth plant on 18 December 2007,[420] and the first test flight was on 11 June 2008 Unlike the other variants, because it can land vertically the F-35B has no landing hook. The "STOVL/HOOK" button in the cockpit initiates conversion instead of dropping the hook. The F-35B sends jet thrust directly downwards during vertical takeoffs and landing and the nozzle is being redesigned to spread the output out in an oval rather than a small circle so as to limit damage to asphalt and ship decks. The variant's three-bearing swivel nozzle that directs the full thrust of the afterburning jet engine is moved by a �fueldraulic� actuator, using pressurized jet fuel. The United States Marine Corps plans to purchase 340 F-35Bs, to replace all current inventories of the F/A-18 Hornet (A, B, C and D-models), and AV-8B Harrier II in the fighter, and attack roles. The Marines are planning to use the F-35B from "unimproved surfaces at austere bases" and are preparing landing spots with "special, high-temperature concrete designed to handle the heat from the JSF". The Royal Air Force and Royal Navy plan to use the F-35B to replace their Harrier GR9s, which were retired in 2010. One of the Royal Navy requirements for the F-35B design was a Shipborne Rolling and Vertical Landing (SRVL) mode to increase the maximum landing weights for carried weapons via wing lift. In October 2010, the UK announced plans to order to the CATOBAR F-35C variant instead, but in May 2012 the UK reverted back to purchasing the F-35B, citing the cost of equipping the UK's new aircraft carriers for the F-35C. The Italian Navy is preparing Grottaglie Air Station for future operations with the F-35B. The Italian Navy is to receive 22 aircraft between 2014 and 2021, with its Cavour aircraft carrier set to be modified to operate them by 2016.Commandant of the U.S. Marine Corps, General James Amos has said that, in spite of its increasing costs and schedule delays, there is no plan B to substitute for the F-35B. The F-35B is larger than the aircraft it replaces, which required USS America to be designed without needed well deck capabilities. In 2011, the USMC and USN signed an agreement that the USMC will purchase 340 F-35B and 80 F-35C fighters while the USN will purchase 260 F-35C fighters. The five squadrons of USMC F-35Cs will be assigned to the Navy carriers while the USMC F-35Bs will be used on amphibious ships and ashore. On 6 January 2011, Gates said that the 2012 budget would call for a two-year pause in F-35B production during which the aircraft may be redesigned, or canceled if unsuccessful. In 2011, Lockheed Martin executive vice president Tom Burbage and former Pentagon director of operational testing Tom Christie stated that most program delays were due to issues with the F-35B, which forced massive redesigns on the other versions. The probation status was ended by Defense Secretary Leon Panetta in January 2012 due to progress made over the past year. Lockheed Martin Vice President Steve O�Bryan has said that most F-35B landings will be purely conventional in order to reduce stress on the vertical lift components. Conventional operations also reduce the risk of self-induced foreign object damage. On 3 October 2011, the F-35B began its initial sea-trials by performing a vertical landing on the deck of the amphibious assault ship USS Wasp. The USMC intends to declare Initial Operational Capability with about 50 F-35s running interim Block 2B software in the 2014 to 2015 timeframe.] The USAF had considered replacing the A-10 with the F-35B, but will not do so due to the F-35B being unable to generate sufficient sorties. Differences between variants F-35A CTOL F-35B STOVL F-35C CATOBAR Length 51.4 ft (15.7 m) 51.3 ft (15.6 m) 51.5 ft (15.7 m) Wingspan 35 ft (10.7 m) 35 ft (10.7 m) 43 ft (13.1 m) Wing Area 460 ft� (42.7 m�) 460 ft� (42.7 m�) 668 ft� (62.1 m�) Empty weight 29,300 lb (13,300 kg) 32,300 lb (14,700 kg) 34,800 lb (15,800 kg) Internal fuel 18,250 lb (8,280 kg) 13,500 lb (6,125 kg) 19,750 lb (8,860 kg) Max takeoff weight 70,000 lb class (31,800 kg) 60,000 lb class (27,300 kg) 70,000 lb class (31,800 kg) Range 1,200 nmi (2,220 km) 900 nmi (1,670 km) 1,400 nmi (2,520 km) Combat radius on internal fuel[483] 584 nmi (1,082 km) 469 nmi (869 km) 615 nmi (1,141 km) Thrust/weight � full fuel: � 50% fuel: 0.87 1.07 0.90 1.04 0.75 0.91

Rear_view_of_the_n_r_21_Gustav_Whitehead_with_helpers_and_daughter_Rose_on_

johnbr — Sun, 05 May 2013 09:43:27 -0400

by: johnbr

Description: http://www.gustave-whitehead.com/

Gustave_Whitehead_with_the_Gas_Pressure_Motor_he_used_for_driving_the_wheel

johnbr — Sun, 05 May 2013 09:40:15 -0400

by: johnbr

Description: http://www.gustave-whitehead.com/

A_Glider_built_by_Whitehead_with_foldable_wings_for_easier_transport_

johnbr — Sun, 05 May 2013 09:35:27 -0400

by: johnbr

Luftfahrtpionier_Gustav_Albin_Wei_kopf_1874-1927_

johnbr — Sun, 05 May 2013 09:35:27 -0400

by: johnbr

Description: Aviation Pioneer Gustave Alvin Whitehead (in the US he had anglicized his name), 1874-1927. With his "No. 21" he achieved on 14 August 1901 the worlds first motorized Flight.

Whiteheads Flying Machine "No. 21".

johnbr — Sun, 05 May 2013 09:28:28 -0400

by: johnbr

Description: The new name in town is Gustave Whitehead, a German-born inventor many have long believed took to the air more than two years before Orville and Wilbur even left the ground at Kitty Hawk on December 17, 1903. But while new research from an Australian aviation expert convinced Jane's editors it was time to update the books, the Smithsonian National Air and Space Museum in Washington, D.C.�home to the original Wright Flyer�remains skeptical about Whitehead's work, which it views as mostly myth. The Aeronautics Division's senior curator�author and Wright expert Dr. Tom Crouch�believes Jane's was "hoodwinked." Still, longtime Whitehead supporters are elated about the latest development. Many think the Smithsonian's indebtedness to the Wrights' legacy�which it even holds in contract with the brothers' heirs�prevents the institution from acknowledging the indisputable facts of Whitehead's pioneering work. John Brown's Research John Brown, an Australian flight historian, was responsible for swaying Jane's. Ironically, it was while researching a documentary on "flying cars" for the Smithsonian Channel�and working directly with Crouch�that Brown came across a large amount of previously overlooked data on Whitehead. "There were a huge number of discoveries," Brown said, including newspaper accounts stating that Whitehead may have been flying as early as 1897�six years before the Wright brothers. "The history of Whitehead needs to be completely rewritten," Brown asserted. He also believes that photographic enhancements confirm that a long-missing picture of Whitehead actually flying his plane in Fairfield, Connecticut, on August 14, 1901�a lithograph of which was published at that time in the Bridgeport Herald�can be seen on the wall of an aviation exhibit in a 1906 photo taken by William Hammer. That photo is, in fact, part of the Smithsonian's Hammer Collection archives. Brown said he was denied access to it. But he enhanced a print of it he discovered at the Aviation Pioneer Gustav Weisskopf Museum in the aviator's hometown of Leutershausen, Germany (where Whitehead was born Gustav Weisskopf). "It's a very simple open-and-shut case, really," said Brown, who's currently in Germany preparing a documentary on the life of Whitehead. "The issue is: Did Gustave Whitehead fly or didn't he fly? Did he have the means? Did he have the motive?" Brown calls it "indisputable," based on the man's professional background in aeronautics, the documented evidence of the number of airplane motors Whitehead created and sold, affidavits signed by eyewitnesses who saw him fly, newspaper accounts, and more.

whiteheadflyingmachine1

johnbr — Sun, 05 May 2013 09:22:20 -0400

by: johnbr

Description: Whitehead's Flying Machine, Showing Engine and Propellers

Me-209V-6

johnbr — Sun, 05 May 2013 06:36:47 -0400

by: johnbr

McDonnell Douglas F/A-18A Hornet

Roelf — Tue, 30 Apr 2013 04:02:10 -0400

by: Roelf

Description: Profiles: World War II Drawings http://ww2drawings.jexiste.fr/Files/Site.htm For more information on this aircraft, Double-click on the link below: http://www.aviastar.org/air/usa/mcdonnel_hornet.php For more profiles of this aircraft, Double-click on the link below: http://wp.scn.ru/en/ww4/f/847/3/0#3

The_131st_Bomb_Wing

johnbr — Mon, 29 Apr 2013 23:41:44 -0400

by: johnbr

aircraft-bomber_B2

johnbr — Mon, 29 Apr 2013 23:28:00 -0400

by: johnbr

UnitedStatesAirForce-110909-F-QH266-191-B-2-Spirit-stealth-bomber-Kansas-

johnbr — Mon, 29 Apr 2013 22:43:15 -0400

by: johnbr

air_force_b2_spirit

johnbr — Mon, 29 Apr 2013 22:36:25 -0400

by: johnbr

supermarine-spitfire-fighter-prototype-01

johnbr — Mon, 29 Apr 2013 22:19:32 -0400

by: johnbr

Description: K5054 : Birth of a Thoroughbred K5054 was the Air Ministry registration given to the (Vickers) Supermarine Type 300 prototype. Construction of K5054 began in Dec 1934 and her maiden flight was on 5 march 1936 at Eastleigh_Aerodrome (later Southampton Airport) piloted by Vickers' chief test pilot Joseph "Mutt" Summers. Minor modifications and refinements were made to the Type 300 as suggested by flight trials over the following months, and K5054 emerged as the pattern for the production version of the now legendary Supermarine Mk.I Spitfire. The final cost of K5054 totalled U+20A4 20,765. The Air Ministry paid U+20A4 12,478 and Rolls Royce paid U+20A4 7,500, leaving Supermarine's final cost for building the Type 300 prototype Spitfire at U+20A4 787. Britain's Air Ministry were so impressed with this new interceptor or 'killer-fighter' that prior to the full test programme being completed, they issued a contract for 310 Spitfires on 3 June 1936. Whilst Mk.I production got underway, K5054 was further refined and modified to become the pattern for the sucessive Mk.II and Mk.III Spitfires. On 22 March 1937, during performance trials at Martlesham Heath, K5054 suffered an oil pressure failure and was damaged during a belly landing, but was repaired. On 4 September 1939 at the Royal Aircraft Establishment at Farnborough, K5054 nosed over on landing and, whilst the fuselage was left intact, the cockpit was crushed. The pilot F/Lt White died of injuries caused by the mast, mounted atop the fuselage behind the pilot, being pushed down through the fuselage and pulling the Sutton seat harness back with such a force that he bent the back of the seat on impact with it (a modification was later made to the run of the cable that anchored the Sutton seat harness to the rear of the fuselage in production aircraft). The accident that destroyed K5054 occurred the very day after Britain declared war on Germany. Specifications Vickers-Supermarine Type 300 Production Head of Design Team: Reginald J. Mitchell (until d.1937) Joseph Smith Design Office: Supermarine Aviation Works (Vickers) Ltd, Woolaston, Southampton Role: Interceptor fighter Crew: One Engine: One liquid cooled, 12 cylinder Vee, Rolls-Royce Merlin C 990 hp (738 kW)* Armament: None initially. Later eight 0.303 in (7.7 mm) Browning machine-guns in wings, with 300 rounds per gun. Dimensions: Length 29 ft 11 in (9.12 m) Height (to tip of prop) 12 ft 8 in (3.86 m) Wing Span 36 ft 10 in (11.23 m) Wing Area 242.0 sq ft (22.48 sq m) Weights: Empty (Tare) 4,082 lb (1854 kg) Fully Loaded 5,359 lb (2,434 kg) Performance: Maximum level speed 349 mph (562 kph) at 16,800 ft (5,120 m) Initial rate of climb 2400 ft/min (731 m/min) Time to 15,000 ft (4,570 m) 5 min 52 sec Service ceiling 35,400 ft (10,790 m) Endurance 1.78 hr * Later fitted with Merlin F 1,035 hp (772 kW) and then Merlin II 1,030 hp (768 kW).

0804

johnbr — Mon, 29 Apr 2013 22:13:55 -0400

by: johnbr

planes-flying-over-mountains-

johnbr — Mon, 29 Apr 2013 22:09:33 -0400

by: johnbr

28265

johnbr — Mon, 29 Apr 2013 21:58:57 -0400

by: johnbr

boeingb17flyingfortress_front

johnbr — Mon, 29 Apr 2013 00:49:26 -0400

by: johnbr

XFV-1_Vertical_Riser_3

johnbr — Mon, 29 Apr 2013 00:32:04 -0400

by: johnbr

P-38E_Lightning

johnbr — Mon, 29 Apr 2013 00:28:04 -0400

by: johnbr

X-30

johnbr — Mon, 29 Apr 2013 00:17:54 -0400

by: johnbr

piaggiopc7

johnbr — Sun, 28 Apr 2013 23:49:11 -0400

by: johnbr

Piaggio_Pc7

johnbr — Sun, 28 Apr 2013 23:46:56 -0400

by: johnbr

Description: Design and development Seeking to avoid the aerodynamic drag induced by floats in seaplanes of floatplane design, Ing Giovanni Pegna of the Piaggio company designed a very unusual seaplane to represent Italy in the 1929 Schneider Trophy race. A cantilever shoulder-wing monoplane known both as the Piaggio P.7 and the Piaggio-Pegna P.c.7, his design floated up to its wings on its long, slender, watertight fuselage with the wings resting on the water, and employed twin high-incidence hydroplanes to get itself off the water during take-off runs.[1] Sources differ on the P.7's engine; it is described both as an Isotta-Fraschini Special V6 rated at 723 kilowatts (980 horsepower)[citation needed] and as an Isotta-Fraschini AS-5 rated at 745 kilowatts (1,000 horsepower).[2] The engine was connected both to a two-bladed, automatic variable-pitch tractor propeller by a long metal shaft and by another shaft to a smaller marine propeller, similar to those used on motorboats, mounted beneath the aircraft's tail. To take off, the pilot would start the engine with the flight propeller feathered and the normal carburettor air intake closed and use a clutch to engage the tail propeller and get the aircraft moving through the water. The two hydroplanes, mounted beneath the fuselage on struts connected to the fuselage just forward of the wings similar to the way in which floats were mounted on floatplanes, would cause the P.7 to rise out of the water almost immediately. After the aircraft had risen on its hydroplanes and the flight propeller had cleared the water, the pilot would open the carburettor air intake, again employ the clutch to disengage the marine propeller, and use another clutch to engage the flight propeller, which automatically would switch from feathered to flight pitch. Driven by its flight propeller, the aircraft then would engage in a conventional take-off, riding on its submerged hydroplanes until it reached take-off speed.[1] Without the aerodynamic drag induced by floats or the weight they added to an aircraft, Pegna projected that the P.7 would reach high speeds. Sources differ on the speeds he predicted, claiming both 580 km/h (360 mph)[citation needed] and 700 km/h (434.7 mph).[3] [edit]Testing Piaggio manufactured one P.7 and turned it over to the Italian Schneider Trophy racing team. Although some pilots refused to fly the aircraft, the Italian Schneider team's Tommaso Dal Molin conducted some water tests on Lake Garda in northern Italy. The spray the hydroplanes generated made it difficult to see during take-off, and persistent problems with both clutches ensued. The aircraft never became airborne.[1] Not ready in time, the P.7 was excluded from the 1929 Schneider Trophy race, in which a Macchi M.52R and two Macchi M.67 seaplanes represented Italy. Piaggio and Pegna abandoned plans to build a second P.7.[1] [edit]Operators Italy [edit]Specifications Data from Italian Civil and Military aircraft 1930-1945.[1][4] General characteristics Crew: 1 Length: 8.8583 m (29 ft 0.75 in) Wingspan: 6.76 m (22 ft 2 in) Height: 2.451 m (8 ft 0.5 in) Wing area: 9.83 m2 (105.8 sq ft) Empty weight: 1,403 kg (3,093 lb) Gross weight: 1,682 kg (3,709 lb) Powerplant: 1 � Isotta-Fraschini V-12 liquid-cooled piston engine, 630 kW (850 hp) Sources differ, claiming both that the P.7's engine was an Isotta-Fraschini Special V6 rated at 723 kW (970 hp)[citation needed] and an Isotta-Fraschini AS-5 rated at 745 kW (999 hp)[1] Performance Maximum speed: 600 km/h; 324 kn (373 mph) Sources differ on the P.7's projected maximum speed, claiming both 580 km/h (360 mph)[citation needed] and 700 km/h (434.7 mph).

ISS-2000

johnbr — Sun, 28 Apr 2013 23:11:58 -0400

by: johnbr

Fokker_G1

johnbr — Sun, 28 Apr 2013 23:02:46 -0400

by: johnbr

Description: esign and development The G.I, given the nickname le Faucheur ("reaper" in French), was designed as a private venture in 1936 by Fokker chief engineer Dr. Schatzki. Intended for the role of jachtkruiser, "heavy" fighter or air cruiser, able to gain air superiority over the battlefield as well as being a bomber destroyer, the G.1 would fulfill a role seen as important at the time, by advocates of Giulio Douhet's theories on air power. The Fokker G.I utilized a twin-engined, twin-boom layout that featured a central nacelle housing two or three crew members (a pilot, radio operator/navigator/rear gunner or a bombardier) as well as a formidable armament of twin 23 mm (.91 in) Madsen cannon and a pair of 7.9 mm (.31 in) machine guns (later eight machine guns) in the nose and one in a rear turret.[2] Besides its main mission, the G.1 could be configured for ground attack and light bombing missions (it could carry a bomb load of one 400 kg/882 lb bomb or combinations of two 200 kg/441 lb or 10 26 kg/57 lb bombs).[2] The design and construction of the prototype (registered as X-2) was completed in just seven months. At its introduction at the Paris Air Show in November 1936, even before its first flight, the G.I was a sensation, appearing in a purple and yellow finish (evocative of the Spanish Republican colors, thought to be Fokker's first export customer).[2] Like all Fokker aircraft of the period, the G.I was of mixed construction; the front of the central pod and the tail booms were built around a welded frame, covered with aluminium plating. The back of the central pod, however, as well as the wings, had a wooden frame, covered with triplex, a technique also used in Fokker's successful passenger aircraft at that time.[3] The G.I prototype, powered by 485 kW (650 hp) Hispano-Suiza 14AB-02/03 engines, had its first flight at Welschap Airfield, near Eindhoven on 16 March 1937 with Karel Toman-Mares at the controls.[4] Later, Emil Meinecke took over much of the test flights.[5] The maiden flight went well, but a subsequent test flight in September 1937 ended with a supercharger explosion that nearly caused the loss of the prototype.[5] The accident prompted a replacement of the Hispano-Suiza engines with 559 kW (750 hp) Pratt & Whitney SB4-G Twin Wasp Junior engines. [edit]Operational history Replica of the G.I at the Dutch Air Force Museum in Soesterberg, The Netherlands. During testing, the company received a contract from the Spanish Republican government for 26 G.1 "export" versions with Pratt & Whitney engines. Despite receiving payment, the order was destined never to be fulfilled as the Dutch government placed an embargo on the sale of military equipment to Spain.[5] Fokker however continued building the aircraft and a story was released to the press that they were intended for Finland, hence the persistent tales about a "Finnish" order.[6] Besides the Dutch Luchtvaartafdeeling, several foreign air forces showed an interest in the G.I. as either a fighter or dive-bomber. In order to test its potential as a dive-bomber, the G.1 prototype was fitted with hydraulically-operated dive brakes under the wings. Flight tests revealed that the G.1 was capable of diving at over 644 km/h (400 mph) and demonstrated aerobatic capabilities. Swedish Air Force officer Captain Bj�rn Bjuggren tested the G.1 in over 20 dives and reported favourably on its effectiveness as a dive bomber.[7] Orders for G.1b Wasp aircraft came from Spain (26 ordered) and Sweden (18), while the Mercury variant was ordered by Denmark (12) and Sweden (72). Although Belgium, Turkey, Hungary and Switzerland air forces showed great interest, they never placed firm orders. The Luchtvaartafdeeling ordered 36 G.Ias with 541 kW (725 hp) Bristol Mercury VIII engines, the standard engine used by the Dutch Air Force in the Fokker D.XXI fighter, in order to equip two squadrons.[5] Only the first four examples were built as three-seaters intended for ground-attack, with the remainder being completed as two-seat fighters. During the lead-up to hostilities, a total of 26 G.Ias were operational in the 3rd Jachtvliegtuigafdeling (JaVA) at Rotterdam (Waalhaven Airfield),[8] and 4th JaVA Fighter Group at Bergen near Alkmaar.[9] The aircraft were actively involved in border patrols and in order to ensure neutrality, on 20 March 1940, a G.1a from 4th JaVA forced down an Armstrong Whitworth Whitley from the RAF's 77 sqn when it strayed into Dutch air space General characteristics Crew: 2-3 Length: 10.87 m (35 ft 8 in) Wingspan: 17.16 m (56.29 ft) Height: 3.80 m (12.4 ft) Wing area: 38.30 m� (412.26 ft�) Empty weight: 3,325 kg (7,330 lb) Loaded weight: 4,800 kg (10,582 lb) Max. takeoff weight: 5,000 kg (11,023 lb) Powerplant: 2 � Bristol Mercury VIII nine-cylinder air-cooled single-row piston radial engine, 730 hp at 2,650 rpm for takeoff, 830 hp (618 kW) at 4,100m at 2,750rpm maximum continuous power (545 kW) each Performance Maximum speed: 475 km/h at 4,100m (295 mph) Range: 1,510 km (938 mi) Service ceiling: 10,000 m (32,808 ft) Rate of climb: 13.5 m/s (44.29 ft/s) Wing loading: 125.3 kg/m� (25.68 lb/ft�) Power/mass: 0.22 kW/kg (0.14 hp/lb; 0.30 hp/kg) Time to altitude: 6.0 min 20 sec to 5,000 m (16,405 ft) Armament 8� 7.9 mm (0.31 in) forward-firing FN-Browning machine guns in the nose 1� 7.9 mm (0.31 in) machine gun in rear turret 300 kg (660 lb) of bombs (G.1b could take 400 kg (880 lb))

USA_Car

johnbr — Sun, 28 Apr 2013 22:40:30 -0400

by: johnbr

A-380_cutaway

johnbr — Sun, 28 Apr 2013 22:35:20 -0400

by: johnbr

A3D_Skyarrior

johnbr — Sun, 28 Apr 2013 22:22:54 -0400

by: johnbr

Description: General characteristics Crew: 3 Length: 76 ft 4 in (23.27 m) Wingspan: 72 ft 6 in (22.10 m) Height: 22 ft 9� in (6.95 m) Wing area: 812 ft� (75.4 m�) Empty weight: 39,409 lb (17,876 kg) Loaded weight: 70,000 lb (31,750 kg) Max. takeoff weight: 82,000 lb (37,195 kg) Powerplant: 2 � Pratt & Whitney J57-P-10 turbojet, 10,500 lbf (46.7 kN) dry (12,400 lbf (55.3 kN with water injection))[31] each Performance Maximum speed: 530 knots (610 mph, 982 km/h) at 10,000 ft (3,050 m) Cruise speed: 452 knots (520 mph, 837 km/h) Range: 1,826 nmi (2,100 mi, 3,380 km) Service ceiling: 41,000 ft (12,495 m) Wing loading: 86.2 lb/ft� (421 kg/m�) Armament Guns: 2 20 mm M3L cannon in the tail turret[32] Bombs: 12,800 pounds (5,800 kg) of free-fall bombs or mines,[32] including any combination of[8] 12 500 pounds (230 kg) Mark 82 bombs or 6 1,000 pounds (450 kg) Mark 83 bombs or 8 1,600 pounds (730 kg) armor-piercing bombs or 4 2,000 pounds (910 kg) bombs 1 free-fall nuclear weapon

cropped_Edited_Jona_J10_side_cutaway

johnbr — Sun, 28 Apr 2013 22:00:16 -0400

by: johnbr

Description: http://planetoplano.blogspot.ca/2013/04/the-jona-that-never-took-off.html Span. 12.75 m Lenght 8.80 m height 3.20 m Void weight 2000 KG Max TOW 3400 KG Total power 1800 HP Max speed at 4500 600 KM/H Cruise speed at 2000 m 500 KM/H All speed data with 2 engines running