G
Not even going to hazzard a guess...Bunk will flame my ass again. 
Wonwings Diary-a blog with a difference.
- Thread starter wonwinglo
- Start date
- Status
G
I'm honourably bowing down from this one. Mainly because I have been working since the stroke of midnight and it is now 12.30 pm.
Enthusiasm is definately on the wane at the moment!!
Enthusiasm is definately on the wane at the moment!!
G
sleep well dude
G
I have to hang on in there until we depart tonight at 18.00 hrs. The coffee is getting stronger!
G
jees, long shift then!!!
what keeps you busy? other than posting on here and coffee?
what keeps you busy? other than posting on here and coffee?
G
We had some repairs to do today that entailed us getting in early to give us time to complete them. Stand by started at midnight and we were alongside for two. Then the games began.
As it happens we have completed them but I still have to wait until we are on our way again and I can determine whether the repairs have been successfull. Amongst all that I went outside for a breath of air and took some pictures of the decks!!
Plus we took fuel today, plus we took a delivery of diesel oil today, plus every man and his dog has visited us etc...etc...!
As it happens we have completed them but I still have to wait until we are on our way again and I can determine whether the repairs have been successfull. Amongst all that I went outside for a breath of air and took some pictures of the decks!!
Plus we took fuel today, plus we took a delivery of diesel oil today, plus every man and his dog has visited us etc...etc...!
G
oooh, so you manage to keep busy then!!!
oooo!!! pictures of the decks!!
oooo!!! pictures of the decks!!
Wonwings diary-Lets take a look at the Caproni Stipa.
CAPRONI STIPA DUCTED FAN DESIGN.
Over the years there has been some remarkable designs that had got maligned in aviation history,this is one such machine that just because of its odd looks many people could not take seriously,read the story of how one dedicated man set about conquering ducted flight with an ordinary Gipsy Major engine for the power source is a real one,that foresight has been reproduced as a modern flying replica that actually flies,here is that proof-
A book published by Giorgio Evangelisti prompted a group of Australians to build a replica of a remarkble flying machine from the past,the Stipa was built by the Caproni compani in Italy to test and develop a tubuler fuselage that was made into a ducted fan from a Gipsy Major engine providing the motive power,whilst a strange looking machine this aircraft must go down in history as a development way ahead of its time,Luigi Stipa knew exactly what he wanted and achieved that aim with the barrel like fuselage and the thrust harnessed within the tube driven by a single Gipsy Major engine .
Whilst many did not want to get involved with a flying replica a very special person got to work and built her,his name was Bryce Wolff,a creater supreme,who in 1977 met the original builder Gianni Caproni and managed to acquire enough material and drawings to build this definate one off machine.
Powered with a Italian Simonini racing engine the project was worked out at a scale of 65% original,remember the original was some some 12 feet tall and had a large wingspan of some 50 feet.
So 69 years after the first flight of the original machine another ducted fan flying barrell took to the air once again,sitting atop that big fuselage test pilot Bryce got to grips with the un-usual layout and managed to keep her steady with the wings level,we owe a lot to this design which was very advanced for its time,Caproni will go down in the annals of aviation history for what he achived,the ducted piston powered fan would eventually be fine tuned into the jet engines we know of so well today,a pioneer ? he most certainly was and we salute him here on Scale-Models for his foresight and a spirit of adventure.
CAPRONI STIPA DUCTED FAN DESIGN.
Over the years there has been some remarkable designs that had got maligned in aviation history,this is one such machine that just because of its odd looks many people could not take seriously,read the story of how one dedicated man set about conquering ducted flight with an ordinary Gipsy Major engine for the power source is a real one,that foresight has been reproduced as a modern flying replica that actually flies,here is that proof-
A book published by Giorgio Evangelisti prompted a group of Australians to build a replica of a remarkble flying machine from the past,the Stipa was built by the Caproni compani in Italy to test and develop a tubuler fuselage that was made into a ducted fan from a Gipsy Major engine providing the motive power,whilst a strange looking machine this aircraft must go down in history as a development way ahead of its time,Luigi Stipa knew exactly what he wanted and achieved that aim with the barrel like fuselage and the thrust harnessed within the tube driven by a single Gipsy Major engine .
Whilst many did not want to get involved with a flying replica a very special person got to work and built her,his name was Bryce Wolff,a creater supreme,who in 1977 met the original builder Gianni Caproni and managed to acquire enough material and drawings to build this definate one off machine.
Powered with a Italian Simonini racing engine the project was worked out at a scale of 65% original,remember the original was some some 12 feet tall and had a large wingspan of some 50 feet.
So 69 years after the first flight of the original machine another ducted fan flying barrell took to the air once again,sitting atop that big fuselage test pilot Bryce got to grips with the un-usual layout and managed to keep her steady with the wings level,we owe a lot to this design which was very advanced for its time,Caproni will go down in the annals of aviation history for what he achived,the ducted piston powered fan would eventually be fine tuned into the jet engines we know of so well today,a pioneer ? he most certainly was and we salute him here on Scale-Models for his foresight and a spirit of adventure.
G
That`d be a barrel of fun to model.....hmmmm.
G
Its an Expresso coffee grinder
Wonwings diary-The Aeroplane that almost everyone could fly-The Zaunkonig.
Brunswick University Zaukonig.
G-ALUA Zaunkonig built by Brunswick University.She was sold in Ireland as EI-AYU eventually finishing up in her land of birth,there are two survivors,one in a museum in Germany.
G-ALUA was one of the original aircraft which the university let loose a raw beginner after the minimum of instruction,he was told to open the throttle slowly and allow the aircraft to fly itself off the ground,then throttle back and settle back,after doing this three times he then carried on to do a successful circuit of the airfield,Brunswick had been successful in designing the first aeroplane that almost anyone could fly with a minima of instruction.After WW2 the aircraft was tested at Farnborough and the tiny Zundap engine sent to the Alvis at Holyhead road,Coventry for stripping down and testing,the aircraft then passed onto various flying clubs and private owners until she went to Ireland and then back to Germany,two Zaunkonigs were exhibited at one of the Paris air shows in a marque.
Said to be un-stallable and very gentle to fly fulfilling the designers original aims.
Brunswick University Zaukonig.
G-ALUA Zaunkonig built by Brunswick University.She was sold in Ireland as EI-AYU eventually finishing up in her land of birth,there are two survivors,one in a museum in Germany.
G-ALUA was one of the original aircraft which the university let loose a raw beginner after the minimum of instruction,he was told to open the throttle slowly and allow the aircraft to fly itself off the ground,then throttle back and settle back,after doing this three times he then carried on to do a successful circuit of the airfield,Brunswick had been successful in designing the first aeroplane that almost anyone could fly with a minima of instruction.After WW2 the aircraft was tested at Farnborough and the tiny Zundap engine sent to the Alvis at Holyhead road,Coventry for stripping down and testing,the aircraft then passed onto various flying clubs and private owners until she went to Ireland and then back to Germany,two Zaunkonigs were exhibited at one of the Paris air shows in a marque.
Said to be un-stallable and very gentle to fly fulfilling the designers original aims.
G
sorry. I have a very wicked sense of humor.Must be listening to all the goons records and tapes i have. Did you ever see the picture of the Maachi something or other .it had an engine at the front and back and the pilot could turn around in the cockpit and fly the other way . The caption said it was to be used if the Italians changed sides again. must try to find it.it is funny.
G
They had a tank with a gear-box that gave one forward speed and five in reverse. Oh dear , sorry I`ve just remembered our Austin "Champ" had an all gears in reverse option too.
G
Thought it was eleven reverse gears?
G
Correct, I forget the overdrive reverse.
Wonwings diary-Auster Aircraft Ltd
AUSTER AIRCRAFT.
A real treat for Auster lovers today,three works three view drawings of these workhorses,at the top we have the Auster B.4 Ambulance Freighter,only one ever made and shown at Farnborough air show,the original G-AMKL was stored at Burton on the Wolds a storage facility for the company,thankfully a Mr Baker from Carr Farm,Nottingham is slowly but surely building a replica utilising the parts from this original airframe.
Next we have the production Auster J/1 Autocrat,the drawing shows the famous name 'Taylorcraft' which in fact the Leicester company built the aircraft under licence from them.
Finally below we have the later refined turtleback Auster J/5 series which could be fitted out to a very high standard if the owner so desired,all splendid subjects for modelling and something that offers a bit of British lightplane history as well.
AUSTER AIRCRAFT.
A real treat for Auster lovers today,three works three view drawings of these workhorses,at the top we have the Auster B.4 Ambulance Freighter,only one ever made and shown at Farnborough air show,the original G-AMKL was stored at Burton on the Wolds a storage facility for the company,thankfully a Mr Baker from Carr Farm,Nottingham is slowly but surely building a replica utilising the parts from this original airframe.
Next we have the production Auster J/1 Autocrat,the drawing shows the famous name 'Taylorcraft' which in fact the Leicester company built the aircraft under licence from them.
Finally below we have the later refined turtleback Auster J/5 series which could be fitted out to a very high standard if the owner so desired,all splendid subjects for modelling and something that offers a bit of British lightplane history as well.
Wonwings diary-They learned about flying the hard way.
Today I will take back seat and let Major Nicholas Firda my guest relate his stories-
With 3 engines out and a load of A-bombs aboard, he had a problem It was the height of the Cold War in the 1960s. Maj. Nicholas Firda was flying a secret Strategic Air Command mission in a B-52 bomber loaded with atomic bombs across the Atlantic Ocean to Seymour Johnson Air Force Base in North Carolina when an oil pressure problem caused him to shut his first engine down. It would be the start of a long flight.
We were flying a mission in the mediterranean area and were on our way back to base in North Carolina when I noticed the oil pressure in one of our engines was low. That was no big deal, because we still had seven other engines to fly on, said the 74-year-old former SAC pilot, who now lives in Englewood.
SAC had recently experienced a calamity in January 1966 when one of its B-52s collided with a refueling tanker over eastern Spain. The bomber broke up and three of its four unexploded nuclear bombs landed near the village of Palomares. The forth bomb was fished from the depths of the Mediterranean Sea. Several of the B-52 crewmen who did not escape the collision alive had flown as part of Firda's crew before the disaster.
Within an hour, a second engine went out on Firda's bomber. When they were still 800 miles from base, a third engine had to be shut down because of mechanical problems.
This was the only time during my years of service in SAC something like this happened to me, Firda said. We could still make it with three engines down.
We had code words to let our controllers on the ground know our B-52, that was full of atomic bombs, was having mechanical trouble. I think it was Right Hand Flight, Firda said. We started yelling 'Right Hand Flight' over the radio. When they heard the code words, they cleared all the radiofrequencies for us,he said.
Their bomber was diverted from Seymour Johnson Air Force Base in North Carolina to Plattsburgh Air Force Base in New York state. It was closer.
Firda's B-52 was carrying four internal atomic bombs in its belly. There were two more GAM-77, jet-powered guided missile atomic bombs mounted on the wings of the big bomber. The combined explosive force of these six A-bombs was many times the destructive power of the two bombs dropped on Hiroshima and Nagasaki at the close of World War II.
Asked about the mounting pressure on him and his crew because of their wayward bomber's mechanical problems, Firda said, The training you get at SAC was exceptional. We were trained to cope with a situation like this.
They cleared the runway for us at Plattsburgh. As we were landing, we also had hydraulic problems, which made it hard for us to steer the airplane on the ground, and we only had limited braking ability,he said. We had an emergency hydraulic pump that would momentarily improve our hydraulic problems. We put the emergency pump on at the last moment and that gave us enough hydraulic pressure to steer and stop the airplane.
When Firda and the other five members of his crew scrambled out of their defective strategic bomber, the major was instructed to report to the base commander immediately. After reviewing all of the facts relating to the bomber's mechanical difficulties, his superiors thought the crew handled the problem very well,he said.A few years later, Firda served a tour in Vietnam from 1969-70, spraying Agent Orange, a controversial defoliant, from a C-123 transport plane at
treetop level.
The commendation accompanying his Distinguished Flying Cross reads: Maj.Nicholas Firda distinguished himself as an aircraft commander of a UC-123 at Khan Hoa Province, Vietnam, on 23 June 1969. On this day, he flew an extremely important low-level defoliant mission against a hostile base camp.
At the beginning of the spray run, Maj. Firda began receiving intense small arms fire. Maj. Firda continued to maintain his course and altitude throughout the spray run, encountering automatic weapons fire until the termination of the target. The professional competence and devotion to duty displayed by Maj. Firda reflects great credit upon himself and the United States Air Force.
What the DFC commendation doesn't say is that the major's airplane was so badly shot full of bullet holes he couldn't make it back to base.We developed an oil leak in one of our two engines on the way back to base and had to shut the engine down," he said. About the same time we lost our electrical power, which meant we couldn't move fuel from tank to tank and were going to run out before we got back to base.
I was flying down Highway 1 toward Da Nang when I realize that if I had to I could make an emergency landing on Highway 1, Firda recalled. I spotted a little grass air strip and decided to set it down there. Unfortunately, there was a Huey (helicopter) unloading troops at the end of the runway.
As we were coming in I was yelling at the Huey pilot over our radio to get the hell out of the way. He wasn't on our radio frequency, so he couldn't hear me.
I slipped the airplane to the right of the copter and landed it without hurting anyone, Firda said. I was 25 feet from the end of the runway when I got it stopped.
By this time in the war, Firda was beginning to hear and read bad things about Agent Orange and what it was doing to soldiers. In recent years, it's been blamed by veterans for innumerable cases of cancer and other
life-threatening medical problems.
After I came back from Vietnam I got into the Air Force's health study on Agent Orange, he said. It only ended a couple of years ago.
He was sent around the country from one Air Force base to another for testing for 30 years. They would run him through a battery of tests for a week at a time and then send him home.
What Firda learned from all these tests is that he doesn't have cancer, but the dioxin level in his body is off the chart. He attributes his medical problem to his proximity to Agent Orange more than three decades ago in Vietnam.
In 1997, he and his wife, Virginia, a former school teacher, moved to Englewood. They live on a canal. He has his boat up on davits in the back yard. A dozen or more rods and reels in a rack on his back porch attests to the fact the former SAC pilot likes to fish, too.
Today I will take back seat and let Major Nicholas Firda my guest relate his stories-
With 3 engines out and a load of A-bombs aboard, he had a problem It was the height of the Cold War in the 1960s. Maj. Nicholas Firda was flying a secret Strategic Air Command mission in a B-52 bomber loaded with atomic bombs across the Atlantic Ocean to Seymour Johnson Air Force Base in North Carolina when an oil pressure problem caused him to shut his first engine down. It would be the start of a long flight.
We were flying a mission in the mediterranean area and were on our way back to base in North Carolina when I noticed the oil pressure in one of our engines was low. That was no big deal, because we still had seven other engines to fly on, said the 74-year-old former SAC pilot, who now lives in Englewood.
SAC had recently experienced a calamity in January 1966 when one of its B-52s collided with a refueling tanker over eastern Spain. The bomber broke up and three of its four unexploded nuclear bombs landed near the village of Palomares. The forth bomb was fished from the depths of the Mediterranean Sea. Several of the B-52 crewmen who did not escape the collision alive had flown as part of Firda's crew before the disaster.
Within an hour, a second engine went out on Firda's bomber. When they were still 800 miles from base, a third engine had to be shut down because of mechanical problems.
This was the only time during my years of service in SAC something like this happened to me, Firda said. We could still make it with three engines down.
We had code words to let our controllers on the ground know our B-52, that was full of atomic bombs, was having mechanical trouble. I think it was Right Hand Flight, Firda said. We started yelling 'Right Hand Flight' over the radio. When they heard the code words, they cleared all the radiofrequencies for us,he said.
Their bomber was diverted from Seymour Johnson Air Force Base in North Carolina to Plattsburgh Air Force Base in New York state. It was closer.
Firda's B-52 was carrying four internal atomic bombs in its belly. There were two more GAM-77, jet-powered guided missile atomic bombs mounted on the wings of the big bomber. The combined explosive force of these six A-bombs was many times the destructive power of the two bombs dropped on Hiroshima and Nagasaki at the close of World War II.
Asked about the mounting pressure on him and his crew because of their wayward bomber's mechanical problems, Firda said, The training you get at SAC was exceptional. We were trained to cope with a situation like this.
They cleared the runway for us at Plattsburgh. As we were landing, we also had hydraulic problems, which made it hard for us to steer the airplane on the ground, and we only had limited braking ability,he said. We had an emergency hydraulic pump that would momentarily improve our hydraulic problems. We put the emergency pump on at the last moment and that gave us enough hydraulic pressure to steer and stop the airplane.
When Firda and the other five members of his crew scrambled out of their defective strategic bomber, the major was instructed to report to the base commander immediately. After reviewing all of the facts relating to the bomber's mechanical difficulties, his superiors thought the crew handled the problem very well,he said.A few years later, Firda served a tour in Vietnam from 1969-70, spraying Agent Orange, a controversial defoliant, from a C-123 transport plane at
treetop level.
The commendation accompanying his Distinguished Flying Cross reads: Maj.Nicholas Firda distinguished himself as an aircraft commander of a UC-123 at Khan Hoa Province, Vietnam, on 23 June 1969. On this day, he flew an extremely important low-level defoliant mission against a hostile base camp.
At the beginning of the spray run, Maj. Firda began receiving intense small arms fire. Maj. Firda continued to maintain his course and altitude throughout the spray run, encountering automatic weapons fire until the termination of the target. The professional competence and devotion to duty displayed by Maj. Firda reflects great credit upon himself and the United States Air Force.
What the DFC commendation doesn't say is that the major's airplane was so badly shot full of bullet holes he couldn't make it back to base.We developed an oil leak in one of our two engines on the way back to base and had to shut the engine down," he said. About the same time we lost our electrical power, which meant we couldn't move fuel from tank to tank and were going to run out before we got back to base.
I was flying down Highway 1 toward Da Nang when I realize that if I had to I could make an emergency landing on Highway 1, Firda recalled. I spotted a little grass air strip and decided to set it down there. Unfortunately, there was a Huey (helicopter) unloading troops at the end of the runway.
As we were coming in I was yelling at the Huey pilot over our radio to get the hell out of the way. He wasn't on our radio frequency, so he couldn't hear me.
I slipped the airplane to the right of the copter and landed it without hurting anyone, Firda said. I was 25 feet from the end of the runway when I got it stopped.
By this time in the war, Firda was beginning to hear and read bad things about Agent Orange and what it was doing to soldiers. In recent years, it's been blamed by veterans for innumerable cases of cancer and other
life-threatening medical problems.
After I came back from Vietnam I got into the Air Force's health study on Agent Orange, he said. It only ended a couple of years ago.
He was sent around the country from one Air Force base to another for testing for 30 years. They would run him through a battery of tests for a week at a time and then send him home.
What Firda learned from all these tests is that he doesn't have cancer, but the dioxin level in his body is off the chart. He attributes his medical problem to his proximity to Agent Orange more than three decades ago in Vietnam.
In 1997, he and his wife, Virginia, a former school teacher, moved to Englewood. They live on a canal. He has his boat up on davits in the back yard. A dozen or more rods and reels in a rack on his back porch attests to the fact the former SAC pilot likes to fish, too.
Wonwings diary-Junkers Tri-Motors Aide Memoir.
JUNKERS Ju.52 3/m and CASA 352 Survivors.
An Aide Memoire of where to see these warbirds throughout the world-
Werk Nr. The aircrafts build number.Country as stated.
Status,ie Preserved or Airworthy.
Registration worn by this aircraft.
Additional information relating to rebuild or preservation status.
4017
Sweden
PV
SE-ADR
Arlanda Aerospace Museum Stockholm, only cockpit section
4043
Argentina
PV
D-ABIS
LQ-ZBD
PP-CAX T-159
Museo Nacionale de Aeronautica, Bueonos Aires, ex Deutsche Lufthansa Kurt Wolfe
5489
Germany
PVA
D-CDLH
"D-AQUI"
Lufthansa Traditionsflug, Hamburg
5655
Portugal
S
103/6303
Museo do Ar, Lisbon. Previously at childrens playground in Evora.
5661
Portugal
S
104/6304
Museo do Ar, Lisbon, restored in Bodö Norway and returned to Portugal. In storage waiting for covered space in the museum for display.
5664
Norway
PV
LN-DAF 106/6306
Norsk Luftfartsmuseum, Bodö ex Museo do Ar, Lisbon
5670
Belgium
PV
OO-AGU
6309
Musee Royal de l'Armee, Brussels, From Portugal
5877
Uruguay
PV
CX-ABA
Museo Aeronautico, Montevideo
6134
Germany
PV
1Z+BY
Hugo Junkers Museum; Dessau, Ex lake Hartigvannet
6580
Switzerland
PVA
HB-HOS
Ju-Air, flies as A-701
6595
Switzerland
PVA
HB-HOT
Ju-Air, flies as A-702
6610
Switzerland
PVA
HB-HOP
Ju-air, flies as A-703
6657
Norway
PV
CA+JY
Forsvarets Flysamling Gardemoen, raised from lake Hartigvannet
JUNKERS Ju.52 3/m and CASA 352 Survivors.
An Aide Memoire of where to see these warbirds throughout the world-
Status,ie Preserved or Airworthy.
Registration worn by this aircraft.
Additional information relating to rebuild or preservation status.
Sweden
PV
SE-ADR
Arlanda Aerospace Museum Stockholm, only cockpit section
Argentina
PV
D-ABIS
LQ-ZBD
PP-CAX T-159
Museo Nacionale de Aeronautica, Bueonos Aires, ex Deutsche Lufthansa Kurt Wolfe
Germany
PVA
D-CDLH
"D-AQUI"
Lufthansa Traditionsflug, Hamburg
Portugal
S
103/6303
Museo do Ar, Lisbon. Previously at childrens playground in Evora.
Portugal
S
104/6304
Museo do Ar, Lisbon, restored in Bodö Norway and returned to Portugal. In storage waiting for covered space in the museum for display.
Norway
PV
LN-DAF 106/6306
Norsk Luftfartsmuseum, Bodö ex Museo do Ar, Lisbon
Belgium
PV
OO-AGU
6309
Musee Royal de l'Armee, Brussels, From Portugal
Uruguay
PV
CX-ABA
Museo Aeronautico, Montevideo
Germany
PV
1Z+BY
Hugo Junkers Museum; Dessau, Ex lake Hartigvannet
Switzerland
PVA
HB-HOS
Ju-Air, flies as A-701
Switzerland
PVA
HB-HOT
Ju-Air, flies as A-702
Switzerland
PVA
HB-HOP
Ju-air, flies as A-703
Norway
PV
CA+JY
Forsvarets Flysamling Gardemoen, raised from lake Hartigvannet
- Status
Legal Notice
scalemodelling.co.uk is a privately operated online discussion forum. All content posted by members reflects their own views and opinions and does not necessarily represent those of the forum owners or administrators. While reasonable efforts are made to moderate content, no responsibility is accepted for user-generated material. By using this site, you agree to comply with UK law and the forum rules.