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- #41
Aircraft Mock-Ups
- Thread starter Capt. Vick
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- #42
Another monster: The Douglas C-132 (which I believe evolved into the C-133)
NOTE: Watermark indicates where I found photo.
NOTE: Watermark indicates where I found photo.
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- #43
The F3H-G concept Phantom - Original Single Seat Mockup May 1954
Phantom - 2 Seat Mockup Dec 1955
Phantom - 2 Seat Mockup Dec 1955
johnbr
2nd Lieutenant
And the Vought XF5U-1 mock up.The picture is the full-scale mock-up that Vought (LTV) put together for the VFX submission. Although related to the Mirage G, it was actually a by-product of the Mirage G predecessor, the AFVG (Anglo French Variable Geometry) project, which never went beyond the mock-up stage.
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johnbr
2nd Lieutenant
And the
Vought XF8U-1 Crusader Mock-up
Here a another one.Bell-Agusta BA-609 (mock-up) aircraft
General characteristics
Crew: 1 or 2
Capacity: 6 to 9 passengers/5,500 pounds (2,500 kg) payload
Length: 44 ft (13.3 m)
Rotor diameter: ()
Height: 16 ft 3 in (5.1 m) nacelles vertical; (21 ft 10 in (6.6 m) nacelles horizontal
Wingspan: 38 ft 5 in (11.7 m)
Width with rotors: 60 ft 5 in (14.1 m)
Rotor diameter: 25 ft 10 in (7.92 m))
Disc area: 981.75 ft² (98.53 m²)
Empty weight: 10,483 lb (4,765 kg)
Useful load: 5,500 lb (2,500 kg)
Max. takeoff weight: 16,800 lb (7,600 kg)
Powerplant: 2 × Pratt Whitney Canada PT6C-67A turboshaft, 1,940 shp (1,447 kW) each
Performance
Maximum speed: 275 knots[9] (315 mph, 510 km/h)
Cruise speed: 260 knots (299 mph, 465 km/h)
Range: 750 nmi (852 mi, 1,390 km)
Service ceiling: 25,000 ft[9] (7,620 m)
Rate of climb: 1,500 ft/min (7.62 m/s)
Disc loading: 15.8 lb/sq ft (77 kg/m²)
Vought XF8U-1 Crusader Mock-up
Here a another one.Bell-Agusta BA-609 (mock-up) aircraft
General characteristics
Crew: 1 or 2
Capacity: 6 to 9 passengers/5,500 pounds (2,500 kg) payload
Length: 44 ft (13.3 m)
Rotor diameter: ()
Height: 16 ft 3 in (5.1 m) nacelles vertical; (21 ft 10 in (6.6 m) nacelles horizontal
Wingspan: 38 ft 5 in (11.7 m)
Width with rotors: 60 ft 5 in (14.1 m)
Rotor diameter: 25 ft 10 in (7.92 m))
Disc area: 981.75 ft² (98.53 m²)
Empty weight: 10,483 lb (4,765 kg)
Useful load: 5,500 lb (2,500 kg)
Max. takeoff weight: 16,800 lb (7,600 kg)
Powerplant: 2 × Pratt Whitney Canada PT6C-67A turboshaft, 1,940 shp (1,447 kW) each
Performance
Maximum speed: 275 knots[9] (315 mph, 510 km/h)
Cruise speed: 260 knots (299 mph, 465 km/h)
Range: 750 nmi (852 mi, 1,390 km)
Service ceiling: 25,000 ft[9] (7,620 m)
Rate of climb: 1,500 ft/min (7.62 m/s)
Disc loading: 15.8 lb/sq ft (77 kg/m²)
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Good stuff guys!
- Thread starter
- #47
Thanks for posting John! Just a little confused by your captions though. Care to tidy that up? Either way, thanks again!
- Thread starter
- #48
In June 1943, Rolls-Royce proposed to re-engine the Mustang with a Griffon 65, although the resultant "Flying Test Bed" (F.T.B.) would involve a dramatic redesign. Three surplus Mustang I airframes were allotted by the Ministry of Air Production and were dismantled in order to provide the major components for a mid-amidships installation of the more powerful Griffon engine, somewhat like the V-1710 Allison installation in both the American Bell P-39 Airacobra and Bell P-63 Kingcobra. The project culminated in a mock-up, albeit with a Merlin 61 temporarily installed, serialed as AL960, that was examined by representatives from the Ministry in 1944, but was not given priority status. Further studies involving more powerful engines or turboprops were not given approval and the development contract was cancelled in 1945 with the mock-up being destroyed.
Text from Wiki
Picture from www.ww2aircraft.net
Text from Wiki
Picture from www.ww2aircraft.net
johnbr
2nd Lieutenant
XC-142A at the National Museum of the U.S. Air Force
The basic design was fairly typical for a cargo aircraft, consisting of a large boxy fuselage with a tilted rear area featuring a loading ramp. It had a wingspan of 67 ft (20 m) and was 58 ft (18 m) long overall. The fuselage housed a 30 ft (9.1 m) long, 7.5 ft (2.3 m) wide 7 ft (2.1 m) high cargo area with a somewhat boxy cockpit on the front for the crew of two pilots and a loadmaster. The wing was high-mounted and the tail surfaces were a "semi-T-tail" to keep the rear area clear during loading. Tricycle landing gear were used, with the main legs retracting into blisters on the fuselage sides. In normal parked configuration it would appear to be a conventional cargo plane.
For S/VTOL operations, the aircraft "converted" by tilting its wing to the vertical. Roll control during hover was provided by differential clutching of the propellers, while yaw used the ailerons, which were in the airflow. For pitch control the aircraft featured a separate tail rotor, oriented horizontally to lift the tail, as opposed to the more conventional anti-torque rotors on helicopters that are mounted vertically. When on the ground, the tail rotor folded against the tail to avoid being damaged during loading. The wing could be rotated to 100 degrees, past vertical, in order to hover in a tailwind.
The C-142 was powered by four General Electric T64 turboshaft engines cross-linked on a common drive-shaft to drive four 15.5-foot (4.7 m) Hamilton Standard fiberglass propellers which eliminated engine-out asymmetric thrust problems during VTOL operations. Compared to conventional designs it was overpowered it had 0.27 hp/lb compared to 0.12 hp/lb for the contemporary Lockheed C-130D Hercules. This extra power was required for safe VTOL operations, and gave the aircraft excellent all-around performance which included a maximum speed of over 400 mph (640 km/h), making it one of the fastest VTOL transport aircraft of the era.
General characteristics
Crew: 2
Capacity: 32 fully equipped troops or 24 litter patients and four attendants
Payload: 8,000 lb (3,336 kg)
Length: 58 ft 1 in (17.71 m)
Wingspan: 67 ft 6 in (20.60 m)
Height: 26 ft 1 in (7.95 m)
Wing area: 534.5 sq ft (49.67 m²)
Empty weight: 22,595 lb (10,270 kg)
Max. takeoff weight: 44,500 lb (20,227 kg) (STOL)
Powerplant: 4 × General Electric T64-GE-1 turboprop, 2,850 hp (2,126 kW) each
Performance
Maximum speed: 431 mph (375 knots, 694 km/h) at 20,000 ft (6,100 m)
Cruise speed: 288 mph (250 knots, 463 km/h) at sea level
Combat radius: 470 mi (409 nmi, 757 km)
Ferry range: 3,800 mi (3,300 nmi, 6,100 km)
Service ceiling: 25,000 ft (7,620 m)
Rate of climb: 6,800 ft/min (34.5 m/s)
The basic design was fairly typical for a cargo aircraft, consisting of a large boxy fuselage with a tilted rear area featuring a loading ramp. It had a wingspan of 67 ft (20 m) and was 58 ft (18 m) long overall. The fuselage housed a 30 ft (9.1 m) long, 7.5 ft (2.3 m) wide 7 ft (2.1 m) high cargo area with a somewhat boxy cockpit on the front for the crew of two pilots and a loadmaster. The wing was high-mounted and the tail surfaces were a "semi-T-tail" to keep the rear area clear during loading. Tricycle landing gear were used, with the main legs retracting into blisters on the fuselage sides. In normal parked configuration it would appear to be a conventional cargo plane.
For S/VTOL operations, the aircraft "converted" by tilting its wing to the vertical. Roll control during hover was provided by differential clutching of the propellers, while yaw used the ailerons, which were in the airflow. For pitch control the aircraft featured a separate tail rotor, oriented horizontally to lift the tail, as opposed to the more conventional anti-torque rotors on helicopters that are mounted vertically. When on the ground, the tail rotor folded against the tail to avoid being damaged during loading. The wing could be rotated to 100 degrees, past vertical, in order to hover in a tailwind.
The C-142 was powered by four General Electric T64 turboshaft engines cross-linked on a common drive-shaft to drive four 15.5-foot (4.7 m) Hamilton Standard fiberglass propellers which eliminated engine-out asymmetric thrust problems during VTOL operations. Compared to conventional designs it was overpowered it had 0.27 hp/lb compared to 0.12 hp/lb for the contemporary Lockheed C-130D Hercules. This extra power was required for safe VTOL operations, and gave the aircraft excellent all-around performance which included a maximum speed of over 400 mph (640 km/h), making it one of the fastest VTOL transport aircraft of the era.
General characteristics
Crew: 2
Capacity: 32 fully equipped troops or 24 litter patients and four attendants
Payload: 8,000 lb (3,336 kg)
Length: 58 ft 1 in (17.71 m)
Wingspan: 67 ft 6 in (20.60 m)
Height: 26 ft 1 in (7.95 m)
Wing area: 534.5 sq ft (49.67 m²)
Empty weight: 22,595 lb (10,270 kg)
Max. takeoff weight: 44,500 lb (20,227 kg) (STOL)
Powerplant: 4 × General Electric T64-GE-1 turboprop, 2,850 hp (2,126 kW) each
Performance
Maximum speed: 431 mph (375 knots, 694 km/h) at 20,000 ft (6,100 m)
Cruise speed: 288 mph (250 knots, 463 km/h) at sea level
Combat radius: 470 mi (409 nmi, 757 km)
Ferry range: 3,800 mi (3,300 nmi, 6,100 km)
Service ceiling: 25,000 ft (7,620 m)
Rate of climb: 6,800 ft/min (34.5 m/s)
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- #50
Excellent post John! Thanks!
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- #51
Supermarine's factory was bombed on 26 September, 1940 and the Luftwaffe destroyed the mock-up of the twin-Spit, more correctly called the Supermarine S327. The Air Ministry cancelled the order. All we have left are these photographs of the mock-up.
The design was in response to an AM Specification F18/37. In fact, three proposals were submitted, all using the same wing plan and construction methods of the Spitfire. The Supermarine 327 had an armament of six 20 mm cannon in the wing roots. Also proposed, but rejected, were the Type 324, similar to the 327 but armed with twelve .303 Brownings, six in each wing, and the 325 which had Bristol Taurus engines, fitted as pushers. The maximum speed was estimated at 465 mph.
Text (more or less) and pictures from the following website:
Untitled Document
The design was in response to an AM Specification F18/37. In fact, three proposals were submitted, all using the same wing plan and construction methods of the Spitfire. The Supermarine 327 had an armament of six 20 mm cannon in the wing roots. Also proposed, but rejected, were the Type 324, similar to the 327 but armed with twelve .303 Brownings, six in each wing, and the 325 which had Bristol Taurus engines, fitted as pushers. The maximum speed was estimated at 465 mph.
Text (more or less) and pictures from the following website:
Untitled Document
johnbr
2nd Lieutenant
- Thread starter
- #55
Love the Hustler with the podded engines!
Interesting shots guys!
otftch
Staff Sergeant
That's a gun camera. I thought it was a gun also but when researching to build a model, I found out that's where Grumman put the camera's on their Bi-plane fighters.
Ed
OK, I can see that. On second thought, it is too small, especially in barrel length, for a MG.
- Thread starter
- #60
Sorry I was away on vacation guys and had limited access.
Found this on Ebay
And this from WIKI
Intended to replace the North American T-6 Texan, the XT-30 was designed in 1948 for a United States Air Force competition. The design had an 800 hp (600 kW) Wright R-1300 radial mounted amidships behind the cockpit (in the fashion of the P-39), in a rather squared-off fuselage. The R-1300 drove a three-bladed propeller by way of an extension shaft (driveshaft). The XT-30 design seated pilot and pupil in tandem, under a framed greenhouse canopy and had a straight low wing.
Competing against the North American T-28 Trojan, the more complex XT-30 was not selected for production and none were built.
Found this on Ebay
And this from WIKI
Intended to replace the North American T-6 Texan, the XT-30 was designed in 1948 for a United States Air Force competition. The design had an 800 hp (600 kW) Wright R-1300 radial mounted amidships behind the cockpit (in the fashion of the P-39), in a rather squared-off fuselage. The R-1300 drove a three-bladed propeller by way of an extension shaft (driveshaft). The XT-30 design seated pilot and pupil in tandem, under a framed greenhouse canopy and had a straight low wing.
Competing against the North American T-28 Trojan, the more complex XT-30 was not selected for production and none were built.
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