Das Grosse Flugzeug- Typenbuch
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Sunken Treasures –––––––––––––––– Naked Fanny –––––––––––––––– Gunship 049 1 Multi-Mission Mustang the Collings Foundation’S North American A-36
warbirddigest.com Number 78 WARBIRDD I G E S T Multi-Mission Mustang –––––––––––––––– Sunken Treasures –––––––––––––––– Naked Fanny –––––––––––––––– Gunship 049 1 Multi-Mission Mustang The Collings Foundation’s North American A-36 By James Church Photo: Scott Slocum 1616 • • WARBIRD WARBIRD DIGEST DIGEST • • MAY MAY/JUNE/JUNE 2018 2018 1717 he concept of using aircraft in the role of dive bombing wasn’t exactly something the Army Air Corps T considered as a high priority prior to World War Two. While the U.S. Navy had embraced the concept as an accurate means of attacking enemy ships using aircraft, the Air Corps saw no real need to embrace the idea and felt that bombardment by heavy or medium bombers from large formations in level flight was more than adequate. 1 The original Baby Carmen served with However, the success of the Luftwaffe’s use the 526th FBS, 86th FBG, while operating of the Junkers Ju-87 Stuka in this role during in the MTO, and these markings have the early Blitzkrieg campaigns in Europe and been faithfully reproduced on the Collings Foundation’s restored example. Photo: elsewhere could not be ignored. Collings Foundation 2 One of Baby Carmen’s wartime pilots was Lt. Walter L. Gibson, here being strapped into the aircraft by Crew Chief Sgt. Mike Brown. Photo: Collings Foundation 2 The situation came to a head with the disastrous attack on Pearl Harbor, when pinpoint attacks by Imperial Japanese Navy Aichi D3A Val dive bombers contributed greatly to the decimation of a large portion of the U.S. Navy’s Pacific Fleet, which had been sitting at anchor providing an excellent target, along with the heavy damage inflicted to shore installations and airfields. -
Flight Safety Digest May 1989
The First Two Minutes The author reviews problems that have confronted flight crews during the critical takeoff phase and concludes that the accident record would improve considerably if as much attention is paid to the prevention of takeoff emergencies as to the response to them. by Gerard M. Bruggink Worldwide accident statistics show consistently that sented here. Nor does it follow that the recent primacy most air-carrier accidents occur in the approach and of takeoff accidents in the United States could not have landing phase of flight. In the same statistics, takeoff been duplicated elsewhere in the world; it so happens accidents are next in frequency of occurrence. Accord- that the U.S. accident data are the most-readily avail- ing to a recent study by Captain Caesar1, these two able for analysis — at least to this writer. phases of operation accounted for 80 percent of the 370 total losses of jet transports in the 1959-1987 period: Within the limited scope of this discussion it is suffi- 57 percent occurred during approach and landing; 23 cient to realize that the prominence of takeoff accidents percent during takeoff. as the greatest loss-producer in the United States during the past five years was brought about by two factors: The predominance of approach and landing (A&L) ac- cidents is confirmed by the fatal jet transport accident • The remarkable decline of A&L accidents over experience of U.S. air carriers over the last two decades the last 20 years, and (1968-1987). Of the 67 fatal accidents in that time frame, 33 (50 percent) were A&L accidents. -
Bombing of Gernika
BIBLIOTECA DE The Bombing CULTURA VASCA of Gernika The episode of Guernica, with all that it The Bombing ... represents both in the military and the G) :c moral order, seems destined to pass 0 of Gernika into History as a symbol. A symbol of >< many things, but chiefly of that Xabier lruio capacity for falsehood possessed by the new Machiavellism which threatens destruction to all the ethical hypotheses of civilization. A clear example of the ..e use which can be made of untruth to ·-...c: degrade the minds of those whom one G) wishes to convince. c., '+- 0 (Foreign Wings over the Basque Country, 1937) C> C: ISBN 978-0-9967810-7-7 :c 90000 E 0 co G) .c 9 780996 781077 t- EDITORIALVASCA EKIN ARGITALETXEA Aberri Bilduma Collection, 11 Ekin Aberri Bilduma Collection, 11 Xabier Irujo The Bombing of Gernika Ekin Buenos Aires 2021 Aberri Bilduma Collection, 11 Editorial Vasca Ekin Argitaletxea Lizarrenea C./ México 1880 Buenos Aires, CP. 1200 Argentina Web: http://editorialvascaekin- ekinargitaletxea.blogspot.com Copyright © 2021 Ekin All rights reserved First edition. First print Printed in America Cover design © 2021 JSM ISBN first edition: 978-0-9967810-7-7 Table of Contents Bombardment. Description and types 9 Prehistory of terror bombing 13 Coup d'etat: Mussolini, Hitler, and Franco 17 Non-Intervention Committee 21 The Basque Country in 1936 27 The Basque front in the spring of 1937 31 Everyday routine: “Clear day means bombs” 33 Slow advance toward Bilbao 37 “Target Gernika” 41 Seven main reasons for choosing Gernika as a target 47 The alarm systems and the antiaircraft shelters 51 Typology and number of airplanes and bombs 55 Strategy of the attack 59 Excerpts from personal testimonies 71 Material destruction and death toll 85 The news 101 The lie 125 Denial and reductionism 131 Reconstruction 133 Bibliography 137 I can’t -it is impossible for me to give any picture of that indescribable tragedy. -
CRAC Recwings
DecemberDecember 20162016 JanuaryJanuary 20172017 December 2016/January 2017 Nothing on the clock but the maker’s name… Brian Greenwood It was one of those weekends, not much time to go flying but too much to stay home. A few circuits were in order to keep the engine exercised and the pilot in touch with his plane. A nice, easy, gentle exercise which I still enjoy. A landing, done properly, is still the best bit. I hate scenes in movies where they show an aircraft landing but cut before touch down. How do we know if it was a good one? Don’t they understand that it’s the entire point ?! Or am I being a little OCD here… Back to the subject, in this case there was a nice gentle easterly blowing with a Nor’West change due a few hours later. In other words, it was a typical Canterbury late spring morning. The take-off on 07 was uneventful but by the time I got to base it was beginning to get a little lively. Nothing too spectacular but enough to make me only select two notches of flap for landing (it always seems to handle better in lumpy landings with only two notches). By the time I was down to short finals I was weighing up my options and trying to keep a little extra speed in hand. It seemed quite gusty in my lightweight plane! Within a couple of feet of the ground I thought I had enough control to get one wheel down and slow her from there, but it wasn’t to be. -
Ntsb/Aas-64-Aa
, I (j (. .1 u!) \J _l'·,· ~ABLE OF CONTENTS A. INT~ODUCTION 1 . Rcvie1-1 u f in;1'tents 2. T11,pl·:::r:cn ta ti on of Requirements b., Re.so luUoI~ of Conflicts c <· Consider a t,iorJ rif Avc:.ilable Research J, Considerat icn of Past Di.fficultie:3 et Aircraft CcckFits Accide~i/Incia2nt Re2ord 6 Conclusions C .. CREd COMP.LEHZ!~T l.. Review of 11.eq1.iirements ;::i, Views of the Industry a. Ma~uf2cturers ~~ Air Carriers c. 1·'!.:.:Uu.:·:J.l Avi at.ion Agency cL. .Pilot Organization e., Flisht Eng:inc:er Organization h. Conclusions .D. cnn·.r DUTIE.S 1. Review of ~equirements 2. Views of the Industry a. Manufacturers b .. Air Carriers c. FBricral Aviation Agency d, Military e, Flight Engi.near On.;..n] za ti on f. Pilot Organization 000002 Evalua 1:.ion Conclusions I l. e.. Fi..-:.. J.\.FI?ENDI CES II. TJ, S. J.._i-:: C:::.2'.'rie~ l~:.r..:i.Je'."'_t.s f'::.r 1J 1~riod cfo.:,.;:-::1v .July =...> ~964 - 'L-;_:rbcjet Aircr:;.ft J.11' r.·;.:;:: ~·=-:·:~-= B·::a_-l.:'..::::"~'.:':":. ~Tr: s -:~:; te1--,lis:-~:::d by BAC-ll.~. n:.:;. 9 E\r~.:il·;,s.T ~.or, Com~tr~:.t-_:.se- ::i.s p:cs.:_::,s~1ted by ..L;n~ pj_j_ot Org~r.. iz:-.. -.·. .ior; IV. Limi t:a·:::i..c:".::: f::i::.· T:·-cr:.1.::;por r:: Ai:t-::::.a.f~ Op.:::::-·:;.-:-.~~::.·":; w:i rh 1.;.r:..> '.!V:"':L!."1 crew ~L: p~~0:etJ.t:::l ty ~~1E: Fligl1t E11ginc('=Y O:t;ar,j_zg.-,l..Jn v. -
Air America in South Vietnam I – from the Days of CAT to 1969
Air America in South Vietnam I From the days of CAT to 1969 by Dr. Joe F. Leeker First published on 11 August 2008, last updated on 24 August 2015 I) At the times of CAT Since early 1951, a CAT C-47, mostly flown by James B. McGovern, was permanently based at Saigon1 to transport supplies within Vietnam for the US Special Technical and Economic Mission, and during the early fifties, American military and economic assistance to Indochina even increased. “In the fall of 1951, CAT did obtain a contract to fly in support of the Economic Aid Mission in FIC [= French Indochina]. McGovern was assigned to this duty from September 1951 to April 1953. He flew a C-47 (B-813 in the beginning) throughout FIC: Saigon, Hanoi, Phnom Penh, Vientiane, Nhatrang, Haiphong, etc., averaging about 75 hours a month. This was almost entirely overt flying.”2 CAT’s next operations in Vietnam were Squaw I and Squaw II, the missions flown out of Hanoi in support of the French garrison at Dien Bien Phu in 1953/4, using USAF C-119s painted in the colors of the French Air Force; but they are described in the file “Working in Remote Countries: CAT in New Zealand, Thailand-Burma, French Indochina, Guatemala, and Indonesia”. Between mid-May and mid-August 54, the CAT C-119s continued dropping supplies to isolated French outposts and landed loads throughout Vietnam. When the Communists incited riots throughout the country, CAT flew ammunition and other supplies from Hanoi to Saigon, and brought in tear gas from Okinawa in August.3 Between 12 and 14 June 54, CAT captain -
American Aces Against the Kamikaze
OSPREY AIRCRAFT OF THE ACES® • 109 American Aces Against the Kamikaze Edward M Young © Osprey Publishing • www.ospreypublishing.com OSPREY AIRCRAFT OF THE ACES • 109 American Aces Against the Kamikaze © Osprey Publishing • www.ospreypublishing.com CONTENTS CHAPTER ONE THE BEGINNING 6 CHAPTER TWO OKINAWA – PRELUDE TO INVASION 31 CHAPTER THREE THE APRIL BATTLES 44 CHAPTER FOUR THE FINAL BATTLES 66 CHAPTER FIVE NIGHTFIGHTERS AND NEAR ACES 83 APPENDICES 90 COLOUR PLATES COMMENTARY 91 INDEX 95 © Osprey Publishing • www.ospreypublishing.com THE BEGINNING CHAPTER ONE t 0729 hrs on the morning of 25 October 1944, radar on the escort carriers of Task Force 77.4.1 (call sign ‘Taffy 1’), cruising Aoff the Philippine island of Mindanao, picked up Japanese aeroplanes approaching through the scattered cumulous clouds. The carriers immediately went to General Quarters on what had already been an eventful morning. Using the clouds as cover, the Japanese aircraft managed to reach a point above ‘Taffy 1’ without being seen. Suddenly, at 0740 hrs, an A6M5 Reisen dived out of the clouds directly into the escort carrier USS Santee (CVE-29), crashing through its flightdeck on the port side forward of the elevator. Just 30 seconds later a second ‘Zeke’ dived towards the USS Suwannee (CVE-27), while a third targeted USS Petrof Bay (CVE-80) – anti-aircraft artillery (AAA) fire managed to shoot down both fighters. Then, at 0804 hrs, a fourth ‘Zeke’ dived on the Petrof Bay, but when hit by AAA it swerved and crashed into the flightdeck of Suwanee, blowing a hole in it forward of the aft elevator. -
Inhaltsverzeichnis
Inhaltsverzeichnis Zur Gecchichte das Flugzeugs 7 7 Transavia PI-12 „Airtruk'7PL-12 U „Flying CHINA Mango" 36/570 1. Die Nachahmung des Vogelflugs 77 Harbin C-11 57/572 „Jie-Fang" 57/572 2. Die Vorbilder Nanchang F-6bis 58/572 für den Flug des Menschen 12 BELGIEN „Peking-1" 58/572 3. Die ersten Motorflugzeugprojekte 12 Avions Fairey „Tipsy Nipper" 37/570 4. Die Verwirklichung des Gleitflugs- SABCAS-2 37/570 Voraussetzung für den Motorflug 14 Stampe et Renard SV-4 C 38/570 CSSR 6. Der erste Motorflug der Brüder Wright 75 Aero Ae-02 59/572 6. Die ersten Motorflüge in Europa AeroA-42 59/572 und die Entwicklung der Luftfahrttechnik BRASILIEN Aero 145 60/572 bis zum Jahre 1914 76 AviaBH-3 60/572 7. Der erste Weltkrieg EMBRAER EMB-110 „Bandeirante" 39/570 Avia B-534 67/572 und die Luftfahrttechnik 17 EMBRAER EMB-200/201 „Ipanema" 39/570 AviaB-135 67/572 ITA „Urupema" 40/570 HC-2 „Heli Baby'7HC-102 62/572 8. Der Aufschwung der Luftfahrttechnik Neiva 360 C „Regente"/„Regenta Elo'7 L-13„Blanik" 63/572 in den Jahren 1919 bis 1939 19 „Lanceiro" 40/570 L-60 „Brigadyr" 63/572 8.1. Bauweisen 19 Neiva Paulistinha 56-C/56-D 47/570 L-40 „Meta Sokol" 64/572 8.2. Triebwerke 20 Neiva N-621 „Universal"/T-25 47/570 L-200 „Morava" 64/572 8.3. Aerodynamik 21 L-29 „Delfin" 65/572 8.4. Geschwindigkeiten 22 L-39 „Albatros" 65/572 8.5. Das Verkehrsflugzeug 24 L-410 „Turbolet" 66/572 8.6. -
Dornier Do X Flugschiff (Flying Ship) As It Was Called, Was Conceived by Dr
DDOORRNNIIEERR DDO XX ""FFLLYYIINNGG SSHHIIPP"" SPORT-SCALE ARF R/C MODEL AIRPLANE The Dornier Do X Flugschiff (flying ship) as it was called, was conceived by Dr. Claude Dornier in 1924, financed by the German Transport Ministry, and produced by the Dornier company of Germany in June of 1929. With its crew of 14, wingspan greater than 157 feet, 12 engines mounted above the wing on pylons in a push-pull configuration, and a maximum takeoff weight of 123,460 pounds, it was by far the largest heavier-than-air aircraft of its time. With a smoking room that had its own wet bar, a dining salon, and seating for 66 passengers – which could be converted to sleeping berths for night flights, its passenger accommodations approached the luxurious standards of transatlantic ocean liners. To introduce the Do X to the world, it took off on November 3, 1930 from Germany to visit the Netherlands, England, France, Spain and Portugal. It arrived at New York City on August 27, 1931, where thousands of sightseers visited the Glenn Curtiss Airport (now LaGuardia Airport) to tour this leviathan of the air. Although very popular with the public, numerous non-fatal accidents and other factors prevented more than three from ever being built. Two were broken up for scrap in 1937. The remaining Do X eventually became the centerpiece of Germany's aviation museum Deutsche Luftfahrt-Sammlung (German Aviation Collection) until it was destroyed during WWII by an RAF air raid the night of November 23, 1943. This RC Dornier is about 1/20 scale and took us almost 2 years to design. -
2 FG9A Nationale Patente Brevets Nationaux Brevetti Nazionali
15.4.2002 CH PMMBI/FBDM/FBDM 7 2 FG9A 42, rue Plantamour K Portkörper zur 1201 Genève (CH) Arzneimittelverabreichung. O Nationale Patente I A 44 C 005/10 Disetronic Licensing AG A 692 235 Brunnmattstrasse 6 Brevets nationaux B 3401 Burgdorf (CH) 00730/98 N C 27.03.1998 Thomas Frei Bifangweg 16 Brevetti nazionali K Pièce ornementale. 3432 Lützelflüh-Goldbach (CH) O Luxury Timepiece Manufacturing SA Prof. Dr. Gilberto E. Bestetti rue du Commerce 13 Haselholzweg 3 2300 La Chaux-de-Fonds (CH) 3089 Schliern b. Köniz (CH) 2.3 FG3A N Jean-Yves Voisin Andreas Reinmann Primevères 22 c/o INTEC,Ingenieurschule Bern Ohne Vorprüfung erteilte 2400 Le Locle (CH) Stauffacherstr.130a Patente Robert Santschi 3014 Bern (CH) Terreaux 27 Daniel Piller Brevets délivrés sans 2300 La Chaux-de-Fonds (CH) c/o INTEC, Ingenieurschule Bern, examen préalable P INFOSUISSE Information Horlogère Stauffacherstr. 130a et Industrielle 3014 Bern (CH) Brevetti rilasciati senza 18, rue du Grenier esame preventivo 2300 La Chaux-de-Fonds (CH) I A 61 M 025/04 Z A 61 M 039/04 A 692 240 I A 47 C 017/175 A I Z I A 43 B 005/04 692 236 A 61 M 039/04 A 61 M 025/04 B A A 692 231 02977/97 692 239 C 29.12.1997 B 00593/98 I A 61 M 039/04, A 61 M 039/12, F 10.01.1997 IT MI97A00034 C 12.03.1998 A 61 M 025/04 K Divano o poltrona trasformabile in K Chaussure pour sport de glisse. -
Arado Ar 196 Free Ebook
FREEARADO AR 196 EBOOK Marek J. Murawski | 80 pages | 19 Mar 2015 | Kagero Oficyna Wydawnicza | 9788361220961 | English | Lublin, Poland Arado Ar 196 A-3 The Ar was a shipboard reconnaissance low-wing monoplane aircraft built by the German firm Arado starting in The next year it was selected as winner of a design contest and became the standard aircraft of the Kriegsmarine (German Navy) throughout World War II. The Arado Ar was a shipboard reconnaissance low-wing monoplane aircraft built by the German firm of Arado starting in The next year it was selected as the winner of a design contest and became the standard aircraft of the Kriegsmarine (German navy) throughout World War II. Ar A-3 - delivered from , strengthened structure Ar A-5 - delivered from , improved radio equipment (FuG 16Z and FuG 25a, later supplanted by FuG ), the flexibly- mounted MG 15 in the rear cockpit giving place to an MG 81Z (twin mm MG 81s) with rounds. Ar B-0 - 10 delivered , single floats Ar C - project. Ar 196 A-3 The Ar A-3 is a premium gift rank I German bomber with a battle rating of (AB/RB/SB). It was introduced during Update "Starfighters" as a reward for the Operation S.U.M.M.E.R. event. Ar A-3 - delivered from , strengthened structure Ar A-5 - delivered from , improved radio equipment (FuG 16Z and FuG 25a, later supplanted by FuG ), the flexibly-mounted MG 15 in the rear cockpit giving place to an MG 81Z (twin mm MG 81s) with rounds. Ar B-0 - 10 delivered , single floats Ar C - project. -
CRD) to Notice of Proposed Amendment (NPA) 03-2006
Comment Response Document (CRD) to Notice of Proposed Amendment (NPA) 03-2006 for amending the Executive Director Decision No. 2005/07/R of 19 December 2005 on acceptable means of compliance and guidance material to Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks APPENDIX I AIRCRAFT TYPE RATINGS FOR PART-66 AIRCRAFT MAINTENANCE LICENCE CRD to NPA 03/2006 Explanatory Note I. General 1. The purpose of the Notice of Proposed Amendment (NPA) 03/2006, dated 20 April 2006 was to propose an amendment to Decision N° 2005/07/R of the Executive Director of the Agency of 19 December 2005 on acceptable means of compliance and guidance material to Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (ED Decision 2005/07/R). II. Consultation 2. The draft Executive Director Decision (ED Decision) amending ED Decision 2005/07/R was published on the web site (www.easa.europa.eu) on 21 April 2006. By the closing date of 2 June 2006, European Aviation Safety Agency (the Agency) had received 107 comments from 20 National Aviation Authorities, professional organisations and private companies. III. Publication of the CRD 3. All comments received have been acknowledged and incorporated into a Comment Response Document (CRD). This CRD contains a list of all persons and/or organisations that have provided comments and the answers of the Agency.